Rapid store load system for aircraft and method of operation thereof

ABSTRACT

Disclosed is a device and method to load stores on an aircraft. The device may include a controller configured to: assign one or more stores to the aircraft; and control at least one actuator to: control a position of the aircraft; load the one or more stores onto one or more corresponding lift portions; position the one or more stores relative to a position of the aircraft determined in accordance with sensor information from at least one sensor; and secure the one or more stores to the aircraft.

REFERENCE TO PRIORITY APPLICATIONS

This application claims priority to U.S. patent application Ser. No.16/933,934, filed on Jul. 20, 2020, now U.S. Pat. No. 10,906,645, andentitled “RAPID STORE LOAD SYSTEM FOR AIRCRAFT AND METHOD OF OPERATIONTHEREOF,” which is a continuation of U.S. patent application Ser. No.16/595,418, filed on Oct. 7, 2019, now U.S. Pat. No. 10,717,531, andentitled “RAPID STORE LOAD SYSTEM FOR AIRCRAFT AND METHOD OF OPERATIONTHEREOF,” which is a continuation of U.S. patent application Ser. No.16/195,841, filed on. Nov. 19, 2018, now U.S. Pat. No. 10,435,155, andentitled “RAPID STORE LOAD SYSTEM FOR AIRCRAFT AND METHOD OF OPERATIONTHEREOF,” which is a continuation of U.S. patent application Ser. No.15/419,011, filed on Jan. 30, 2017, now U.S. Pat. No. 10,131,430, andentitled “RAPID STORE LOAD SYSTEM FOR AIRCRAFT AND METHOD OF OPERATIONTHEREOF,” which is a continuation of U.S. patent application Ser. No.14/828,343, filed on Aug. 17, 2015, now U.S. Pat. No. 9,555,887, andentitled “RAPID STORE LOAD SYSTEM FOR AIRCRAFT AND METHOD OF OPERATIONTHEREOF,” which is a continuation of U.S. patent application Ser. No.13/649,266, filed on Oct. 11, 2012, now U.S. Pat. No. 9,108,730, andentitled “RAPID STORE LOAD SYSTEM FOR AIRCRAFT AND METHOD OF OPERATIONTHEREOF,” which is a continuation of U.S. Provisional Patent ApplicationSer. No. 61/545,658, filed on Oct. 11, 2011, and entitled “RAPID STORELOAD SYSTEM FOR AIRCRAFT AND METHOD OF OPERATION THEREOF,” the contentsof each of which are incorporated herein by reference in their entirety.

FIELD OF THE INVENTION

The present invention relates generally to an aircraft store loadingsystem and more particularly to an aircraft loading system forsimultaneously loading stores on multiple hardpoints.

BACKGROUND OF THE INVENTION

Typically, aircraft such as military aircraft include hardpoints (HPs)which hold stores such as fuel tanks, baggage pods, imaging equipment,electronics (e.g., electronic countermeasure devices, etc.), munitions,projectiles (e.g., research equipment, rockets, etc.), missiles, bombs,guns, etc., some of which may be dispensed (e.g., rockets, missiles,etc.) or jettisoned during flight (e.g., fuel tanks, flares, chaff,etc.). Typically, HPs can include pylons, launchers, and/or rack units(RUs), ejector rack units (ERUs), bomb rack units (BRUs), ejectors,etc., to which the stores may be attached and are typically situatedexternally (e.g., under a wing, on a wing tip, etc.) or internally(e.g., in an internal bay, etc.). During a process known as anintegrated combat turn (ICT) which is also known as an integrated combatturnaround, a combat aircraft is loaded with stores and is fueledbetween sorties by a ground crew which typically takes about twentyminutes. This operation requires the ground crew to manually attach thestores to the HPs and is time consuming and prone to error especiallyduring a time of urgency.

SUMMARY OF THE INVENTION

According to an aspect of the present system there is disclosed asystem, method, apparatus, computer program, (hereinafter each of whichwill be referred to as a system unless the context indicates otherwise)to load stores and/or refuel an aircraft so as to reduce an integratedcombat turnaround (or turn) (ICT) time.

Therefore, it is an aspect of the present system to provide a method toload stores on an aircraft, the method controlled by a controller, themethod may include acts of loading stores onto corresponding liftportions; determining a relative position of the aircraft; positioningthe stores relative to the determined position of the aircraft; andsecuring the stores to corresponding hardpoints (HPs) of the aircraft.The method may further include an act of selecting the stores to loadunto the corresponding lift portions in accordance with anidentification (ID) of the aircraft. The method may further include anact of determining a configuration of the aircraft. Moreover, inaccordance with the method, the configuration of the aircraft mayinclude information related to one or more of aircraft type, aircraftidentification (ID), selected stores, flight data link (FDL), hardpointconfiguration, rack unit (RU) specification, (RU) placement, pyloninformation, launcher-information, hardpoint position relative to theaircraft, selected store information for corresponding RUs. Further, inaccordance with the method the act of securing is performed inaccordance with a corresponding type of hardpoint of the aircraft.Moreover, the act of positioning the stores may include positioningstores for a plurality of hardpoints simultaneously. Moreover, themethod may include an act of determining whether the aircraft hassustained damage and informing of the determination.

In accordance with another aspect of the present system, there isdisclosed a system to load stores on an aircraft, the system may includeat least one controller which may simultaneously load stores ontocorresponding lift portions; determine a relative position of theaircraft; position the stores relative to the determined position of theaircraft; and/or may secure the stores to corresponding hardpoints (HPs)of the aircraft. Further, the at least one controller may select storesto load unto the corresponding lift portions in accordance with anidentification (ID) of the aircraft. Further, it is envisioned that theat least one controller may determine a configuration of the aircraft.Moreover, the configuration of the aircraft may information related toone or more of aircraft type, aircraft identification (ID), selectedstores, flight data link (FDL), hardpoint configuration, rack unit (RU)specification, (RU) placement, pylon information, launcher information,hardpoint position relative to the aircraft, selected store informationfor corresponding RUs, and the at least one controller controls liftportions to position or secure the stores in accordance with theconfiguration of the aircraft. Further, the at least one controller maysecure the stores to the aircraft in accordance with a correspondingtype of hardpoint of the aircraft. Further, the at least one controllermay lift portions to position a plurality of stores for a plurality ofhardpoints simultaneously. Moreover, the at least one controllerdetermines whether the aircraft has sustained damage.

In accordance with yet another aspect of the present system, there isdisclosed a ship including: a flight deck to receive an aircraft; and astore loading system having at least one controller which controls to:load stores onto corresponding lift portions; determine a relativeposition of the aircraft; position the stores relative to the determinedposition of the aircraft; and secure the stores to correspondinghardpoints (HPs) of the aircraft.

Accordingly, the present system may provide an integrated combatturnaround technique in which services such as munitions loading, fuelservicing, loading of chaff, flares, etc., and/or a turnaroundinspection of the aircraft may be provided in a serial and/or parallel(e.g., consecutive and/or synchronous, respectively) manner.

In accordance with yet another aspect of the present system, there isprovides a method to load stores on an aircraft using plurality of liftportions, the method controlled by a controller, the method may includeone or more acts of: receiving the stores at corresponding lift portionsof the plurality of lift portions; determining positions of each of a ofplurality of hardpoints (HPs) of the aircraft; controlling correspondinglift portions to position the received stores relative to correspondingHPs of the plurality of HPs of the aircraft; and securing the stores tocorresponding HPs of the plurality of HPs. The method may furtherinclude an act of selecting the stores to be received by thecorresponding lift portions in accordance with one or more of anidentification (ID) of the aircraft and an identification of the stores,wherein the act of selecting the stores may further include acts of:determining a configuration of the aircraft; and/or controlling one ormore of the lift portions in accordance with the determinedconfiguration of the aircraft.

Further, the configuration of the aircraft may include informationrelated to one or more of aircraft type, aircraft identification (ID),aircraft block number, selected stores, flight data link (FDL) type,hardpoint configuration, HP type, HP location, HP rack unit (RU), RUlocation, pylon information, launcher information. Further, the act ofsecuring the stores may include attaching the stores to correspondingHPs of the plurality of HPs in accordance with a type of thecorresponding HP of the plurality of HPs. Moreover, the act ofcontrolling the corresponding lift portions may include controlling aplurality of corresponding lift portions simultaneously. Further, themethod may include an act of controlling one or more of the liftportions to provide fuel to the aircraft or to provide energy to theaircraft. Moreover, the method may include an act of determining whetherthe aircraft has sustained damage (e.g., by obtaining electronicinformation from, for example on board diagnostics of the aircraftand/or by inspecting the aircraft (e.g., using imaging methods, etc.).For example, the method may obtain image information related to theaircraft and compare this information with previously stored imageinformation. Accordingly, if it is determined that the image informationobtained by the system does not match the previously stored imageinformation, the method may determine that the aircraft has sustaineddamage. Further, the method may render information related. to thisdetermination (e.g., “aircraft sustained damage to starboard wing and at#1 spoiler”) for the convenience of a user.

In accordance with yet another aspect of the present system, there isdisclosed a system to load stores on an aircraft, the system may includea plurality of lift portions; and at least one controller which may beconfigured to: receive stores at corresponding lift portions of theplurality of lift portions; determine positions of one or morehardpoints (HPs) of a plurality of HPs of the aircraft; controlcorresponding lift portions to position the received stores relative tocorresponding HPs of the plurality of HPs of the aircraft; and securethe stores to corresponding HPs of the plurality of HPs. Further, the atleast one controller may be further configured to select stores to bereceived by the corresponding lift portions in accordance with anidentification (ID) of the aircraft and an identification of the stores.

Further, the at least one controller may be configured to determine aconfiguration of the aircraft; and control one or more lift portions thestores in accordance with the determined configuration of the aircraft.Moreover, the configuration of the aircraft may include informationrelated to one or more of aircraft type, aircraft identification (ID),aircraft block number, selected stores, flight data link (FDL) type,hardpoint configuration, HP type, HP location, HP rack unit (RU), RUlocation, pylon information, launcher information. Further, the at leastone controller may be configured to control one or more of the liftportions to secure corresponding stores to corresponding HPs of theaircraft. It is also envisioned that the at least one controller may beconfigured to control a plurality of lift portions simultaneously.Further, the at least one controller may be configured to determinewhether the aircraft has sustained damage. Moreover, the at least onecontroller may be configured to control at least one of the liftportions to arm a corresponding store.

In accordance with yet another aspect of the present system, there isdisclosed a marine vessel such as a ship which may include a flight deckto receive an aircraft; and a store loading system including: aplurality of lift portions at least one of which may be configured toreceive corresponding stores; and a controller which may be configuredto: determine positions of each of a of plurality of hardpoints (HPs) ofthe aircraft, control corresponding lift portions to position thereceived stores relative to corresponding HPs of the plurality of HPs ofthe aircraft, and secure the stores to corresponding HPs of theplurality of HPs. It is further envisioned that the store loading systemmay be further configured to provide fuel or energy to the aircraft.Moreover, the store loading system may be further configured to arm thesecured stores. Further it is envisioned that the controller may beconfigured to select stores to be received by the corresponding liftportions in accordance with an identification (ID) of the aircraft andan identification of the stores.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention is herein described, by way of example only, withreference to the accompanying drawings, wherein:

FIG. 1 is front schematic view of a system according to an embodiment ofthe present system;

FIG. 2 is top schematic view of a system according to an embodiment ofthe present system;

FIG. 3 is a cross-sectional view of a system taken along lines 3-3 ofFIG. 2 according to an embodiment of the present apparatus;

FIG. 4 is side schematic view of a system according to an embodiment ofthe present system;

FIG. 5A is side schematic view of a loading operation of an apparatusaccording to an embodiment of the present system;

FIG. 5B is side schematic view of a loading operation of a systemaccording to an embodiment of the present system;

FIG. 5C is side schematic view of the aircraft loaded with stores and inaccordance with an embodiment of the present system;

FIG. 6A is front schematic view of a system according to an embodimentof the present system;

FIG. 6B is a front schematic view of a system according to an embodimentof the present system;

FIG. 7 is side schematic view of the system according to an embodimentof the present system;

FIG. 8 shows a flow diagram that illustrates a process in accordancewith an embodiment of the present system;

FIG. 9 shows a flow diagram that illustrates a process in accordancewith an embodiment of the present system;

FIG. 10 shows a flow diagram that illustrates a process in accordancewith an embodiment of the present system;

FIG. 11 is a schematic view diagram of a portion of a system inaccordance with an embodiment of the present system;

FIG. 12 shows a portion of a system (e.g., peer, server, etc.) inaccordance with an embodiment of the present system;

FIG. 13 shows a flow diagram that illustrates a process in accordancewith an embodiment of the present system;

FIG. 14 is an exploded isometric view of a system according to anembodiment of the present system; and

FIG. 15 is block diagram illustrating a portion of a system inaccordance with an embodiment of the present system.

DETAILED DESCRIPTION OF THE INVENTION

Preferred embodiments of the present invention will now be described indetail with reference to the drawings. For the sake of clarity, certainfeatures of the invention will not be discussed when they would beapparent to those with skill in the art.

As used herein, the term hardpoints may refer to any interface such as astandardized interface of an aircraft to which a load portion such as astore (or stores) may be attached. Accordingly, hardpoints may refer toany part of an airframe of an aircraft (e.g., a winged aircraft, ahelicopter, ground effect vehicle (e.g., a hovercraft, an ekranoplan,etc.), etc.) which may carry an external, internal load, or combinationthereof. For example, a hardpoint may refer to any part of a wing orfuselage of an aircraft where stores (e.g., external or internal) suchas bombs, missiles, fuel tanks, countermeasures, gun pods, drop tanks,imaging devices, etc., can be mounted to an interface configured toreceive the corresponding store or stores. Further, hardpoints mayinclude pylons, racks, ejector racks, rack units (RUs), bomb rack units(BRUs), braces, rail-type launchers, ejector launchers, etc. Further,the hardpoints may include an interface which may enable communicationbetween the aircraft and a corresponding store. However, it is alsoenvisioned that an aircraft may communicate with a corresponding storeusing other wired and/or wireless communication methods using a suitablecommunication protocol.

The term rendering and formatives thereof as utilized herein refer toproviding content, such as digital media, such that it may be perceivedby at least one user sense, such as a sense of sight and/or a sense ofhearing. For example, the present system may render a user interface(UI) on a display device so that it may be seen and interacted with by auser. Further, the present system may render audio visual content onboth of a device that renders audible output (e.g., a speaker, such as aloudspeaker) and a device that renders visual output (e.g., a display).To simplify the following discussion, the term content and formativesthereof will be utilized and should be understood to include audiocontent, visual content, audio visual content, textual content and/orother content types, unless a particular content type is specificallyintended, as may be readily appreciated. For example, audio content mayinclude voice communication of a pilot of an aircraft, a ground crewmember, etc.

FIG. 1 is front schematic view of a system 100 according to anembodiment of the present system. The system 100 may include a station101 having one or more of: a base portion 102, lift portions104-2-104-N, sensor portions 112, a control portion (e.g., see, 106 FIG.2 ), and an interface portion 108 one or more of which may be locatedlocally and/or remotely to each other. For example, the control portion106, or portions thereof, may be located remotely from the otherportions (e.g., 102-104 and 108) and may communicate with one or more ofthese portions via a wired and/or wireless communication method (e.g., anetwork, a cable, radio frequency (RF), etc.) using any suitablecommunication protocol(s). The system may include a plurality ofstations 101 under the control of a control portion and which maycommunicate over a network.

The control portion 106 may control the overall operation of the system100 and may include one or more processing portions (e.g., processors,etc.), application specific integrated circuits (ASICs), computationaldevices (e.g., computers, etc.), logic devices, programmable logicarrays (PLAs), neural processors, etc. which may receive information,process the information, and/or output information to control the system100 in accordance with, for example, one or more processes of thepresent system 100.

The sensor portions 112 may include one or more sensors which mayprovide information to the control portion 106 and may include, forexample, one or more of mechanical, electrical, electro-mechanical,and/or optical sensors. For example, the sensors may include proximity(e.g., infra-red sensors, Kinect™ type sensors, etc.), imaging,position, contact, doppler sensors, magnetic, gravity, voltage, current,temperature, pressure, airflow, and/or other types of sensors, which mayprovide corresponding information to the control portion 106 forprocessing. The sensors may provide sensed information to the controlportion 106 which may process the sensed information and may determinefor example, absolute location, relative location, geophysical locationor orientation, velocity, speed, voltage, current temperature, distance,pressure, force, airflow, orientation (e.g., relative to one or moreaxes, etc.), radio-frequency ID (RFID), identification, etc. Forexample, sensor information from, for example, position sensors (e.g.,laser, infra-red, ultrasound, and/or doppler sensors) may be used toposition the base portion 102 (or parts thereof) and/or an aircraft (orparts thereof such as hardpoints) to be serviced relative to each other.Then, sensor information obtained from sensors of the systems such asoptical sensors, magnetic sensors, proximity sensors (e.g., Microsoft™Kinect™, Kinect™ type sensors, etc.), etc. may be used to aid in thepositioning and/or attachment of stores to desired HPs of the aircraft.The HPs may include external IPs and/or internal HPs (IHPs). The sensorsmay include temperature and/or pressure sensors mounted in proximity toa desired portion of an aircraft so as to determine temperature ofvarious components of the aircraft. For example, the sensors 112 mayinclude a forward landing gear temperature sensor Tsensfwd which maysense brake temperature of the forward landing gear of the aircraft.Similarly, one or more temperature sensors may be provided to sensetemperature of each brake of the aircraft and/or to transmit thisinformation to the control portion 106 for further processing.Accordingly, for example, upon determining that the Tsensfwd may begreater than or equal to a threshold temperature, the system 100 mayactivate a fan to provide a flow of coolant (e.g., air, etc.) and/or mayposition a vent (such as an air port or air vent) to direct the flow ofcoolant at the forward landing gear to cool it and prevent overheatingof the forward landing gear and/or nearby components. The sensors 112may communicate with the control portion 106 using a wired and/orwireless communication methods. Further, the sensors 112 may includeidentifying code when communicating with the control portion 106 suchthat the control portion 106 may identify individual sensors 112 and/ormay associate information received with the corresponding the sensor112.

The base portion 102 may be shaped and/or sized so that it may fit adesired aircraft and/or loading method. For example, to position thebase portion 102 relative to an aircraft from the front of the aircraft,the base portion 102 may include a “Y” or similar configuration suchthat it may fit about a nose wheel (or other components or wheel(s)) ofthe aircraft as will be shown and discussed below. However, other shapesare also envisioned. For example, the base portion may be square, “X,”“U,” “H,” “T,” “Z” shaped etc., as desired based upon various designconstraints such as service aircraft shape, size, configuration, loadingmethods, operation space, etc.

The base portion 102 may include one or more portions such as baseportions 102-1 and 102-2 (generally 102-x) to which the lift portions104 may be attached. Although separate portions 102-1 and 102-2 areshown, it is envisioned that they may continuous and/or may be formedintegrally with each other.

To provide mobility, the base portion 102 may include a mobilityportions such as wheels 110, rollers, rails, tracks, floatation devices(e.g., pneumatic floatation, etc.) to enable the base portion 102 to beeasily and conveniently moved into a desired position relative to, forexample, an aircraft to be serviced. However, it is also envisioned thatthe base portion 102 or parts thereof may be fixedly mounted in desiredposition relative to a service area or pad, a store loading area or pad,a desired geophysical area, etc., which may be fixed in position or maybe mobile (e.g., a turntable). Moreover, it is envisioned that the baseportion 102 may include outriggers which may stabilize the base portion100 during operation and which may be manually and/or automaticallyoperated. The outriggers may include a surface contact area such as apad, or may include a mobility portion such as casters, tracks, etc. Itis further envisioned that the base portion may be attached to a servicevehicle such as an aircraft tug or a truck.

Although a tricycle wheel configuration is shown, other configurations(e.g., two, four, five, six, etc.) are also envisioned. Accordingly, inyet other embodiments, the number of wheels and/or axles may bedifferent from those shown in FIG. 1 . Further, in yet otherembodiments, it is envisioned that stabilization devices such asgyroscopes may be incorporated to stabilize the system or portionsthereof. Further, in yet other embodiments it is envisioned that thesystem may include dragbars to position the system into a desiredlocation and/or orientation.

Further, it is envisioned that the system 100 may include tracks (whichmay be steerable) or other mobility portions to provide mobility over adesired terrain. Moreover, it is envisioned that the present system mayinclude a suspension system to enable portions of the base portion 102to be lifted (e.g., to increase ground clearance, to level, etc.)relative to the mobility portions (e.g. the wheels 110, tracks, etc.).Accordingly, the suspension system may include actuators (e.g., biasingmembers, hydraulic lifts, etc.) which may operate under the control ofthe control portion 106.

A drive portion may be coupled to one or more of the wheels 110 toprovide a motive force and/or a resistive force (e.g., a braking force)to drive the corresponding wheel 110 in a desired rotational direction(e.g., forward or reverse) or to brake or lock the wheel (e.g., toprevent or reduce rotational motion), respectively, in accordance withcontrols from the control portion. The drive portion may include, forexample, a motor (e.g., an electric motor such as an alternating current(AC), direct current (DC), or stepper motor) a hydraulic motor, apneumatic motor, an engine (e.g., an internal combustion engine, aturbine engine, etc.), braking actuators, etc. The drive portion mayreceive an energy supply which may be provided from a local source(e.g., a fuel tank, batteries, a compressed air tank, capacitors, a fuelcell, hydraulic pressure, etc.) or from an external link (e.g.,hydraulic fluid, compressed air, an AC or DC hardwired link, etc.) whichmay be coupled to an interface such as the interface 108. The driveportions may be internally mounted in a hub of one or more of the wheels110 and may be individually controlled by the controller 106.

The lift portions 104 may include one or more lift portions 104-2through 104-N (generally 104-x) which may position and/or hold storesfor attaching to corresponding HPs of the aircraft. The lift portions104-x include one or more positioning mechanisms which may positionand/or otherwise manipulate corresponding stores (in one or morepatterns) attached thereto in one more axes so that each store (e.g.,122) may be attached to a corresponding hardpoint. Accordingly, somelift portions 104-x may include, for example, multi-axis manipulationdevice such as a seven-axis lift (e.g., using a seven-axis robotic armwhich may provide, for example, seven degrees of freedom) to hold, lift,rotate stores, and/or otherwise manipulate stores such that the storesmay be attached to or to a corresponding hardpoint. However, dependingupon the type of stores, aircraft configuration, etc., other types ofpositioning mechanisms such as scissor, linear or non-linear (e.g., railtype, etc.), parallel or non-parallel arm, short-long arm (SLA),wishbone, pivoting arm (e.g. multiple pivoting arms), rotational, and/orother types of linkages and/or combinations thereof may also beprovided. The lift portions 104-x may include transducers (e.g.,actuators, motors, etc.) which may be controlled by the controller 106,and may provide feedback information (e.g., from one or more sensorssuch as tactile sensors, position sensors (e.g., rotational positionsensors, linear position sensors, etc.), pressure sensors, engagementsensors, optical sensors, laser scanners, etc.) so that the controlportion 106 may accurately control the lift portions 104-x to positionand/or attach corresponding stores to hardpoints of the aircraft. Forexample, lift portions 104-1 104-3, 104-4 and 104-5 may include one ormore of a lift portion such as a scissor type lift portion which mayinclude a scissor arrangement 118 to lift a store in a first axis (e.g.,a y axis), a rotational portion (e.g., to rotate the store rotatingabout one or more axes), linear portions which may linearly moveportions of the lift portions 104-a along an axis (e.g., x and/or zaxes) which may be controlled by the control portion 106. The scissorarrangement 118 may include symmetric and/or asymmetric lift portionswhich may extend symmetrically and/or asymmetrically, respectively. Thelift portions 104-x may secure stores 122 during operation (e.g., priorto attachment to a hardpoint of an aircraft) using any suitable methodsuch as a cradle (or cradles), a vacuum portion, a gripping portion, aclamping portion, etc. Accordingly, for the sake of clarity, liftportions 104-1 104-3, 104-4 and 104-5 may include suitable clamping orgrasping mechanism (e.g., a terminal manipulator, an end effector, etc.)(e.g., having a linear and/or rotational gripping member), etc., such asclamping portion 120, which may firmly hold corresponding stores whilethe stores 122 are handled, moved, manipulated, and/or attached to theHPs of the aircraft, etc. The lift portions 104-x may manipulate thestores so as to place them in a desired position or positions 122 (e.g.,having an x, y, z, coordinate, etc.) so as to secure, for example, lugs124 of the stores 122 to portions (e.g., brackets of rack units, etc.)of corresponding hardpoints of the aircraft. The lift portions 104-x mayinclude suitable actuators such as electric, hydraulic, and/or pneumaticmotors, piezo-electric actuators, electro-active actuators (EAP), carbonnanotube actuators, hydraulic actuators, pneumatic actuators, etc. It isenvisioned that each lift portion 104-x may include a plurality ofgrasping mechanisms.

It is further envisioned that each lift portion 104-x may include itsown proprietary control portion (e.g. 106-x) which may control theoperation of the corresponding lift portion 104-x and may be coupled tothe control portion 106 to communicate with the control portion 106and/or each other so as to send/receive various information such assensor information, commands, (start, stop, etc.), etc. However, for thesake of clarity, it will be assumed that the control portion 106includes control portions 106-x.

The position and/or orientation of one or more of the lift portions104-x may be changed relative to a corresponding base portion 102-xusing any suitable arrangement. Accordingly, the lift portions 104-x maybe repositionable (e.g., manually and/or automatically under the controlof the control portion 106) along a transverse axis of the body portion102 as indicated by arrow 126. This movement may be controlled by thecontrol portion 106 (via transducers such as actuators (e.g., motors,etc.)) and/or by a user. Accordingly, the system 100 may be configuredfor a desired aircraft, aircraft configuration, aircraft type, and/orstore-type (e.g., missiles, auxiliary fuel tanks, etc.) by changing(e.g., swapping) lift portions 104-x and/or by changing the location oflift portions 104-x relative to a corresponding base portion 102-xand/or each other, to suit a desired aircraft, aircraft type, aircraftconfiguration, and/or store-type. Thus, for an aircraft with three winghardpoints separated by an on-center distance of about D on each wing,three lift portions 104-x may be attached to each corresponding mainportion 102-x and may be separated by an on-center distance of about D.While, for an aircraft having four wing hardpoints separated by anon-center distance of about DD on each wing, four lift portions 104-xmay be attached to each corresponding main portion 102-x and may beseparated by an on-center distance of about DD. However, with respect tothe distance between lift portions 104-x, this distance may depend upona type of lift portion 104-x (e.g., hinged arms, parallel arms, etc.)and it is envisioned that other separation distances may also be used.The control portion 106 may control the lift portions 104-x to movealong an axis (e.g., 126) to vary these distances in accordance with oneor more algorithms of the system 100.

Similarly, the lift portions 104-x on one or more sides may beconfigured to use a linear type lift portion for a first hardpoint, aparallel arm lift portion for another hardpoint, and a multi-axis liftportion for yet another hardpoint, etc. It is also envisioned that liftportions 104-x may be fixedly attached (e.g., by welding, bolting,riveting, bonding, etc.) to the body portion 102, if desired. The typeof lift portions 104-x used may depend upon an aircraft, aircraft type,aircraft configuration, store type (or types), etc. Accordingly, for thesake of clarity, generic lift portions 104-x will be described.

Certain lift portions 104-x may to provide fluids (such as fuel, oil,water, etc.), gasses (e.g., cooling air, nitrogen, etc.), chemicals(e.g., electrolytes, etc.), power (e.g., electrical, etc.), and/orcommunication links to an aircraft being serviced. Accordingly, one ormore lift portions such as the lift portion 104-2 may include amulti-axis (e.g., seven axis robotic arm) which may couple a fuel lead130 (e.g., a turret, a refueling portion) to a fuel fill port of theaircraft under the control of the control portion 106. Accordingly, thelift portion 104-2 may include sensors (e.g., optical, ultrasonic,infrared, Kinect™-type sensors, etc.) to provide real-time locationinformation and/or proximity information to the control portion 106 sothat the control portion 106 may accurately control the lift portion104-2 to couple the fuel lead 130 to the aircraft. After the fuel lead130 is coupled to the fuel fill port of the aircraft, the controlportion 106 may be operative to open valves (e.g., fuel flow valves,etc.) to cause fuel to flow from a fuel supply flow-coupled to the fuellead 130 into one or more fuel reservoirs (e.g., fuel tanks) of theaircraft. The control portion 106 may then monitor fuel flow (e.g.,rate, duration, total flow, etc.) so that the aircraft has a desiredamount of fuel (e.g., full, or a desired volume, amount (e.g., gallons,liters, etc.) weight (pounds, kg, etc.)) of fuel and may shut (orotherwise control) one or more fuel flow valves and/or may disengageand/or retract the fuel lead 130 once a fuel process (e.g., for thecorresponding fuel lead 130) is determined to be completed. The fuellead 130 may also fuel auxiliary tanks using a suitable flow portionwhich may engage a fuel port of a corresponding auxiliary tank. Further,additional manipulation portions (e.g., multi-axis manipulationportions) may be included to provide ancillary functions such as toopen/closed doors (e.g., fuel doors), vents, caps, attach and/or detachleads (e.g., fuel lead 130), etc. In yet other embodiments, the liftportion 104-2 may include an end manipulator (e.g., an end effector,etc.) to supply chemicals such as an electrolyte and/or to supply energy(e.g., electrical power to energy storage devices such as batteries,capacitors, etc.) to an aircraft being serviced.

The system 100 may include tanks to hold fluids such as oil, fuel, etc.,generators or batteries to supply power (e.g., electricity, etc.), fansto supply gasses (e.g., cooling air, etc.) compressors to supplycompressed gasses (e.g., nitrogen, air, etc.) and/or fluids (e.g.,hydraulic fluid, etc.) to the system 100 and/or an aircraft which isbeing serviced.

An interface portion 108 may be provided to couple the system 100 toexternal ports such as fuel, air, electric, fire, and/or data ports.Each port may be coupled to a respective lift portion which may couple acorresponding connector portion to the aircraft so as to supply, forexample, cooling air, electricity, and/or communication links, to theaircraft. For example, the data ports may be coupled to datacommunication links which may transmit and/or receive information to orfrom the aircraft. For example, the data ports may couple to an aircraftinterface such as an aircraft maintenance interface or computer so as tocommunicate with the aircraft. The fire ports may be coupled to a supplyof a fire suppression material (e.g., Halon, foam, water, etc.) whichmay be provided to a multi-axis fire turret which may disperse the firesuppression material at a desired rate, spread, and/or direction underthe control of the control portion 106. The electric port may be coupledto an electrical supply (e.g., AC and/or DC) to power the system 100and/or the aircraft being serviced. The air port may be coupled to anair supply (e.g., a pressurized air supply) which may be used to supplycooling and/or environmental air to the aircraft under the control ofthe control portion 106. The fuel port may be flow coupled to anexternal fuel supply and/or to the fuel lead 130 so as to receive asupply of fuel and/or energy such as jet fuel (e.g., kerosene, etc.),gasoline, hydrogen, an electric charge (e.g., to charge one or moreenergy storage devices such as capacitors, batteries, etc.), a chemicalcharge (e.g., an electrolyte, etc.), etc.

The system 100 may further include a power generator such as an engine(e.g., internal combustion or turbine engine), a fuel cell, etc. tosupply power and/or a motive force to move and/or otherwise power thesystem 100 or portions thereof.

Moreover, the system 100 may include a user interface (UI) with which auser may interact with the system 100. UI may be generated on a displayand may display information generated by the system 100 for theconvenience of a user (e.g., a current status (e.g., “racks 1 through 6successfully loaded, aircraft refueled,” etc.) and/or may receiveinformation input by a user. Further, the system 100 may includemechanical control system such acceleration and brake pedals, a steeringwheel, control levers, etc. to manually control one or more functions ofthe system 100.

Certain lift portions 104-x may further include robotic manipulators to,for example, tighten and/or loosen bolts, covers, etc., engage/disengagebolts, pins, latches, caps, etc., during a loading and/or unloadingprocess, under the control of the control portion 106. For example, liftportion 104-3 may include a multi-axis (e.g., a seven-axis) roboticmanipulation portion 142 which may include a manipulator 144 (e.g., see,FIG. 2 e.g., an end effector, terminus, etc.) for inserting and/ortightening bolts or nuts to a specified torque. Similarly, themanipulator 144 may loosen and/or remove nuts and/or bolts, engage ordisengage latches, etc. The robotic manipulation portion 142 may becontrolled by the control portion 1106 and/or may include one or moresensors to provide sensor information such as location information(e.g., including image information, vision information, etc.) which maybe used by the control portion 106 to control the actuators of therobotic portion 142 to perform one or more desired operations (e.g.,insert and/or tighten bolt to 100 ft/lbs). As applications and/ormechanisms to control robotic manipulation portions (e.g., seven-axisrobotic manipulation portions, etc.) are known in the art, they will notbe discussed further for the sake of clarity.

FIG. 2 is top schematic view of a system 200 according to an embodimentof the present system. The system 200 is similar to the system 100.However, only a single store 122 is shown set on a single lift portion(e.g., lift portion 104-4). The base portion 102 may include firstthrough third portions 102-1 through 102-3 (generally 102-x). The thirdbase portion 102-3 may couple the first and second base portions 102-1and 102-2, respectively, to each other. The base portions 102-x may beformed integrally with each other or may be attached to each other usingany suitable method such as, for example, bolts, pins, welds, etc.Accordingly, base portions 102-x having different shapes, sizes, etc.,may be combined with each other so as to form a base portion suitablefor an aircraft type, aircraft configuration, store types, serviceprocess (e.g., side access, front access, side loading, etc.), etc.

One or more vents such as air ports 115 may be provided to supply acooling air flow (as shown by arrow 117) at a desired location of anaircraft such as a brake assembly of an aircraft for cooling therespective brake assembly. Each of the wheels 110 may be steerable underthe control of the control portion 106 and/or a user. Accordingly, thewheels 110 may be steered by one or more actuators (e.g., steppermotors, hydraulic actuators, etc.) under the control of the controllerusing any suitable method such as a forward steer method (e.g., where anaxis of a first wheel intersects axes of two other wheels which remainsubstantially parallel to each other), an Ackermann steer method (e.g.,an axis of two wheels turns about an axis of a third wheel), a zero turnradius steer or zero radius turn method (e.g., an axis each of thewheels intersect a turning point or axis) so as to turn about a certainpoint. The system 100 and/or a user may select a certain steer method.Wheels 110 may be steered about a 360 degree axis (or less) as indicatedby arrows 134 and may include an assembly which may be mounted to acorresponding rail 132. Accordingly, the system 100 may be preciselylocated relative to the aircraft. However, it is also envisioned thatone or more wheels 110 may be steered using a mechanical mechanism(e.g., a rack and pinion, recirculating ball, etc.).

One or more of the lift portions 104-x may be movably positionedrelative to a corresponding base portion 102-x using a suitable methodsuch as pulleys 105, sliders, friction members, etc., which may belocated on tracks 107 or the corresponding base portion 102-x. Thepulleys 105 may include gears or cogs which may intermesh withcorresponding teeth or cogs, respectively, on the tracks 107 of the baseportion 102-x. Further, friction devices, such as brakes, etc., may beused to minimize or entirely prevent motion of the lift portions 104-xrelative to the tracks 107 when desired.

The system 100 may further include one or more aircraft wheelrestraining and/or lifting devices such as wheel chocks, wheel ramps,wheel cradles, etc. For example, one or more wheel chocks or the likemay be provided to chock one or more wheels of an aircraft so as toposition the system 200 in a desired position relative to the aircraft.The wheel chocks 138 may include anvil portions 136 one or more of whichmay swivel as shown by arrow 137 to a locked position to fix a wheel ofan aircraft in a desire position (e.g., chock the wheel) and/or may beopened to release the wheel of the aircraft. Further, the anvil portion136 may be adjusted along a longitudinal axis of the system 200 as shownby arrow 137 to adjust spacing between the wheel chocks 138. Further,the anvil portions may be lowered to further stabilize the apparatusand/or aircraft during store loading operations and/or may be lifted formobility (e.g., when moving the system 200 and/or an aircraft beingserviced).

The lift portions 104-N may include a parallel arm lifting mechanismwhich may include, for example, parallel arms 144 and 146 which supportan anvil 148 of the lift portion 104-N. The parallel arms 144 and/or 146may be coupled to an actuator (e.g., a hydraulic actuator, a motor,etc.) which may apply a force to the parallel arms 144 and 146 under,for example, the control of the control portion 106.

FIG. 3 is a cross-sectional view of a system 300 taken along lines 3-3of FIG. 2 according to an embodiment of the present apparatus. One ormore of the lift portions such as the lift portion 104-5 may includepulleys 105 which may engage tracks (or a race) 107 of the base portion102-2. The pulleys 105 may be powered by actuators (e.g., stepper motorsto provide precise control, hydraulic actuators, etc.) under the controlof the control portion 106. The pulleys 105 and/or the tracks 107 mayinclude cogs and/or teeth to enable precise positioning of a liftportion 104-x relative to the body portion 102-x. Additionally, afriction portion or other type of brake portion may engage the tracks107 to prevent undesired movement of the lift portion 104-5 relative tothe base portion 102-2. The lift portions 104-x may be removed from, orinserted upon, a base portion 102-x by sliding a corresponding liftportion 104-x across an end 101 of the base portion 104-x. Accordingly,lift portions corresponding with different aircraft types and/orconfigurations may be employed using common base and/or controlportions.

FIG. 4 is side schematic view of a system 400 according to an embodimentof the present system. The apparatus 400 is similar to the system 200.However, the anvil portions 136 of the wheel chocks 138 are in aretracted position (e.g., open) and lifted position (e.g., to increaseground clearance) for mobility and the apparatus 400 includes amulti-axis robotic manipulation portion 450 coupled to lift portion104-5 (or the base portion 402-x). The lift portion 104-5 may manipulatethe store 122 such that the store 122 may be correspondingly positiedand/or oriented moved with one or more degrees of freedom (e.g., inaccordance with a predefined manipulation routine) such as may beillustrated by (x, y, z, α, β, γ) coordinates and/or other coordinatesrelative to one or more reference points (e.g., CR) which may correspondwith a desired location or area relative to the store 122, a portion ofthe system 400, and/or the an aircraft being serviced. The multi-axisrobotic manipulation portion 450 may be operative to configure variouscomponents of the aircraft and/or the store(s) 122 and may include aninterface such as a gripping portion 453 to grasp and/or remove, forexample, a protective cover 451 of store 122. Accordingly, the grippingportion 453 of the multi-axis robotic manipulation portion 450 maymanipulate, set, and/or remove the protective cover 451 of acorresponding store 122 after the store has, for example, been attachedto the aircraft by the system 400. Similarly, the system 400 may includerobotic manipulation portions to set and/or remove pins (e.g., bypasslanding gear pins, safety pins, etc.), switch safety switches, configurewiring, etc., as desired. Further, the system 400 may arm a store usingmechanical and/or electronic methods. Accordingly, it is envisioned thatthe gripping portions 453 may include other types ofinterfaces/engagement members which may be suitable for a desiredoperative task. The robotic manipulation portions may be situated aspart of, or independently from, a corresponding lift portion.Accordingly, the robotic manipulation portions may be mounted upon thebase portion 102.

FIG. 5A is side schematic view of a loading operation of a system 500according to an embodiment of the present system. The system 500 issimilar to the apparatus 400. However, the system 500 may include a liftportion 104-M in addition to lift portions 104-5, 104-N on base portion502-2 and may include similar lift portions on a first base portion102-1. The system 500 may be maneuvered relative to an aircraft 590 asindicated by arrow 501 so as to locate the system 500 in a dockingposition relative to the aircraft 590 and ready to load stores 122 and122′ onto hardpoints of the aircraft and/or load other material onto theaircraft (e.g., fuel, oil, etc.). In the docking position, the system500 may also dispense cooling gas/fluid (e.g., air, etc.) to coolvarious components of the aircraft (e.g., cool the brakes and dispenseenvironmental air for the cockpit, electronics cooling, etc.), provideelectric power to the aircraft, replenish compressed gasses (e.g.,nitrogen, oxygen, etc.) on the aircraft. The system 500 and/or theaircraft 590 may be maneuvered in accordance with a predetermineddocking process or may be docked manually (e.g., via user manipulationof the apparatus 500 and/or aircraft 590 using a control interface). Thelift portions 104-x are in a maneuvering position (e.g., lowered) andmay be operative to raise corresponding stores 122, 122′ (e.g., asindicated by arrow 503) and/or otherwise manipulate (e.g., in accordancewith an attachment routine) the stores so as to attach the stores 122,122′ unto corresponding hardpoints. The anvils 136 of the chock portion138 are shown in an open and lifted position. The system 500 may beguided to a proper position automatically using any suitable method suchas radio frequency (RF) guidance, optical guidance, magnetic guidance,etc. Further, the system 500 may obtain aircraft information (e.g.,aircraft identification, aircraft type, etc.) and may use thisinformation and/or sensor information (e.g., RF, optical, etc., sensorinformation) to dock with the aircraft.

FIG. 5B is side schematic view of a loading operation of the system 500according to an embodiment of the present system. When, the system 500is in a desired position, the system 500 may lock its wheels and/or oneor more of the wheels of the aircraft may be chocked and/or lifted bythe chocks 136 (which may themselves be lifted if desired for mobility,etc.). For example, in the present embodiment the forward landing gearmay be chocked by anvil portions 136. However, in other embodimentsother landing gear (e.g., the main landing gear, etc.) of the aircraft590 may be chocked and/or lifted unto a cradle of the system. Further,it is envisioned that other types of anvil portions may be provided tochock and/or lift other landing gear wheels of the aircraft 590. Stores122 and 122′ may be lifted (e.g., as illustrated by arrow 523),positioned relative to the aircraft 590, and/or attached to acorresponding hardpoint of the aircraft 590 by a corresponding liftportion 104-x operating under the control of the control portion 106.While stores 122 are attached to external hardpoints, store 122′ may beattached to an internal hardpoint of an internal bay 592 of the aircraft590 (e.g., a IHP). Accordingly, the system 500 may replenish stores toboth sides of the aircraft, internal bays, and/or fuselage bellyportions, simultaneously.

It is further envisioned that the present system may include a landinggear clamping mechanism which may clamp a landing gear in a desiredposition using a clamping portion which may, for example, clamp a noselanding gear of an aircraft being serviced in a desired positionrelative to one or more portions of the system. Moreover, it isenvisioned that the system may include ramps or a cradle upon which anaircraft wheel or wheels may be placed. Moreover, it is envisioned thata jacking member may be include to jack a landing gear so as to lift atire off the ground when it is desired to change, for example, the tire(or corresponding wheel assembly).

FIG. 5C is side schematic view of the aircraft 590 loaded with stores122 and 122′ in accordance with an embodiment of the present system. Theaircraft 500 is loaded with stores 122 and 122′ and/or fueled by thesystem 500. Accordingly, a reduced integrated combat turn time of theaircraft may be achieved between sorties.

FIG. 6A is front schematic view of a system 600 according to anembodiment of the present system. The system 600 may include station 601having one or more of: a base portion 602, lift portions 604-x, flowportions 607-x, a control portion 606, and an interface portion 608, oneor more of which may be located locally and/or remotely to each other.Portions of the system 600 such as the lift portions 604-x may besimilar to those of the system 100. However, the base portion 602 of theapparatus 600 may include one or more support portions such as sidesupports 602B and 602D, a top support 602A, and a bottom support 602C(generally 602-x) each of which may include a mounting portion one ormore rails, tracks, openings, tabs, brackets, pins, and/or otherattachment portions for movably or fixedly securing the lift portions104-x and/or the flow portions 607-x in a desired position or positions.The lift portions 604-x may be mounted to and adjacent support portion(e.g., see, 602B and 602D) and/or to each other (e.g., see, 604-4 and604-5 which are mounted to a support portion 605 of lift portion 604-3).

The lift portions 604-x and/or the flow portions 607-x may be fixedly ormovably mounted to the attached support portion 602-x such that the liftportions 604-x and/or the flow portions 607-x may be positioned (e.g.,automatically and/or manually) in a desired location relative to thesupport portion 602-x to which it is mounted. Accordingly, in thepresent example, it will be assumed that the support portion 602-x mayinclude rails or tracks which may include cogs or teeth which mayreceive corresponding cogged or geared pulleys (wheels) of the liftportions 604-x mounted thereto. The control portion 606 may controlactuators attached to the geared pulleys or wheels of the lift portions604-x or the flow portions 607-x such that the lift portions 604-x orflow portions 607-x may be maneuvered to a desired location relative tothe attached support portion 602-x. Further, it is envisioned that therails or tracks of the support portions 602-x may form a continuous railor track over such that the lift portions 604-x or flow portions 607-xmay be repositioned by moving along the continuous track. It is furtherenvisioned that the support portions 602-x may form other shapes such asround or oval ring through which at least port of the aircraft may passtherethrough.

The support portion 605 may include a mounting portion which may besimilar to the mounting portion of the supports portions 602-x such thatthe lift portions 604-x or flow portions 605-x attached thereto may befixedly or moveably attached. Positions and operative actions, of thelift or flow portions 605-x and 607-x, respectively, may be varied basedupon aircraft, aircraft type, aircraft configuration, store type,desired maintenance accessibility, etc. Thus, for example, if it isdesired to allow a maintenance crewmember to access a certain area ofthe wing, a lift portion 604-x in that area may be manipulated (folded,and/or moved) such that it will not hinder access to the desired areauntil, for example, an input by a user indicating that access is nolonger required (or other similar input) is received, automatically orvia a user interface.

Although lift portions 604-x are shown mounted to support portions 602Band 602D, it is also envisioned that some or all of the lift portions604-x may be mounted to one or more of the top and/or bottom supportportions 602A and 602C, respectively.

The lift portions 604-x may include one or more of: an end portion 609,arms 609, and a grasping member 620. The grasping member 620 may beattached to the end portion 609 and may be configured to secure acorresponding store 122 such that the store 122 may be maneuvered (e.g.,in multiple axes) in accordance with a desired manipulation process soas to position a store 122 in a desired location (e.g., having aposition defined by, for example, x, y, and/or z coordinates) and/orattached to a desired hardpoint of the aircraft 690. Accordingly, thelift portion 604-x may include multi-axis (e.g., six, seven axis, etc.)functionality which may maneuver the store 122 (e.g., in multipledegrees of freedom) in accordance with a loading routine for theaircraft 690 along a single or multi-axis path. Further, one or morelift portions 604-x such as lift portion 604-M may simultaneously loadmultiple stores attached to a rack 607 which may then be attached tocorresponding hardpoint as shown. Accordingly, the system 600 may attachstores 122 to a corresponding hardpoint of the aircraft 690 as indicatedby the lines 693. Moreover, robotic manipulation portions may beprovided to couple electronic interfaces of the stores 622 tocorresponding interfaces of the aircraft 690. The system 600 may includemanipulation devices to couple hardwire links between the stores and theaircraft. The robotic manipulation portions may be part of, or separatefrom, the lift portions 604-x. For the sake of clarity, numericaldesignations of lift portions on the left side of FIG. 6A have not beenprovided.

The flow portions 607-x may include one or more flow portions such as afuel flow portion 604-F, a nitrogen gas flow portion 604-N2, and anoxygen flow portion 604-O2 each of which may include a coupling portionwhich may be operative to couple a service nozzle (SN) of a flow portion607-x to a corresponding fill port such as a fuel fill port, an Oxygen(O2) fill port, a Nitrogen (N2) fill port, respectively. However, otherflow portions such as air, oil, etc., are also envisioned. The SN may becoupled to the corresponding fill port using any suitable method such asby using pressure, friction, latches, screw mounts, bayonet mounts, etc.For example, it is envisioned that the SN may be screwably coupled to acorresponding fill port (e.g., a fuel fill port) by automaticallyinserting and thereafter rotating the SN about its longitudinal axis soas to couple (e.g., screwably, bayonetably, etc.) the SN to the fillport in accordance with a predefined operating process. The flowportions 607-N2, 607-O2, and/or 607-F may provide feedback information(e.g., optical images, proximity, orientation, etc. information) to thecontroller such that the control portion 606 may distinguish featuresand may control the flow portions 607-x to maneuver the SN portion to adesired location and may automatically couple the SN to a correspondingport of the aircraft using an automated routine. However, it is alsoenvisioned that the control portion 606 may control the flow portions607-x to position a corresponding SN in a desired location (e.g., at aspecific height, distance, etc. from a part of the aircraft (such as afuel fill area) so that a user (e.g., a ground crew member) may manuallyattach the SN portion to a corresponding fuel fill port. Further, theflow portions 607-x may include multi-axis manipulation portionscontrolled by the control portion 606 and which may be provided toremove/attach fasteners (e.g., screws, etc.), open supply doors, caps,etc., and/or to couple a supply nozzle to a corresponding port (e.g.,fuel supply nozzle to fuel port, etc.) under the control of the controlportion 606.

The system 600 may further include heating/cooling (HC) portions 613-xsuch 613-1 through 613-N which may be supply a flow coolant (e.g., coolair) via an output ports to desired parts or areas (hereinafter areas)of the aircraft 690 such as the brakes of the landing gear, and/or otherparts of the aircraft 690 which may require a flow of coolant. The HCportions 613-x may supply, for example, ambient, cooled, or heated airto desired areas of the aircraft 690. Accordingly, each HC portion 613-xmay be coupled to a source of coolant (e.g., cool air flow) or mayinclude a fan to generate a flow of coolant and may direct the coolantvia output ports to one or more desired areas of the aircraft 690 asillustrated by arrows 615. Accordingly, each HC portion 613-x mayinclude single or multi-axis manipulators which may position the outputports (OPs) relative to a desired area of the aircraft (e.g., thelanding gears) so as to supply a flow of coolant to the desired area(s).However, in a single axis configuration, the HC portions 613-x may bemovably mounted (e.g., on a track, rails, etc.) and may move in adirection of the aircraft in the system so that output port may flow thecoolant to the desired area of the aircraft 690 as the aircraft 690 maymove relative to one or more portions of the system 600. For example, HCportions 613-1, 613-2, and 613-N may supply a flow of coolant to theright-rear, nose, and left-rear landing wheel hubs, respectively, of theaircraft 690. Accordingly, the system 600 may maintain a flow of coolantto a desired area of the aircraft 690 during operation.

Further, one or more of the HC portions 613-x may be fixed relative toeach other (e.g., by commonly mounting these portions together, etc.)and/or may be uniformly controlled by the control portion 606 to directairflow to the desired areas of the aircraft 690. Accordingly, the HCportions 613-x may include a single or multi-axis actuation portionwhich may be operative to direct the ports of the HC portions 613-x suchthat that coolant (e.g., airflow) may be provided to the desired areasof the aircraft 690.

The lift portions 604-x and/or the flow portions 607-x may be mounted torails of the corresponding support portions 602-x such that they may betravel along the corresponding rails as shown by arrows 609 and 611 soas to adjustable based upon, for example, an aircraft type,configuration, location, operation (e.g., fuel tank attachment, rocketattachment, refueling, etc.) etc. The control portion 606 may controlthe overall operation of the system 600 and may obtain andidentification of the aircraft 690 and may obtain information specificto the aircraft such as desired stores, aircraft configuration, aircrafttype, etc. The control portion 606 may use this information to selectstores, load lift portions 604-x with corresponding stores from, forexample, a store supply 660, to place the (e.g., selected) stores 122 inposition relative to the aircraft 690, and/or to connect the stores 122to corresponding hardpoints (HP) of the aircraft 690. The apparatus maylearn a method to attach the stores 622 to corresponding hardpoints ofthe aircraft using a learning process which may form and/or storecorresponding information as LI or other information (e.g., ACI, CMI,RSI) for later use by the apparatus 600. Further, the system 600 mayassociate the LI with the aircraft such that it may be easily retrievedusing an ID of the aircraft.

For space conservation, security, protection from the elements, etc., asystem (e.g., which is similar to the system 600) may further includeone or more retraction and/or extension (hereinafter each of which willbe referred to as retraction portions) portions such as retraction railsto retract the system (e.g. vertically) below a first level (e.g., aground level or deck) to another level (e.g., underground, a lower levelor deck, etc.) where stores may be loaded unto corresponding liftportions, then the system (or parts thereof) may be raised to the firstlevel such that an aircraft may be resupplied with stores by the system.Accordingly, the system may extend through several decks of, forexample, an aircraft carrier, etc. It is further envisioned thatembodiments of the system may be coupled to a turntable such that anaircraft being supplied with stores may be turned on the turntable to adesired direction under the control of a control portion and/or a user.It is further envisioned that the system may be mounted to a vehiclesuch as a truck so to provide mobility in an advancing theater.

FIG. 6B is a front schematic view of a system 600B according to anembodiment of the present system. The apparatus 600B may be similar tothe apparatus 600. However, the apparatus 600B may include retractionportions 620, 622 which may raise and/or lower the base portion 602 ofthe apparatus 600B. Accordingly, the apparatus 600B may be placed at afirst level (e.g., deck 626) for loading stores, maintenance, etc., andmay be raised (e.g., vertically via an opening, etc.) to another level(e.g., deck 624) for servicing the aircraft 690. The apparatus 600B maybe raised and then may service the aircraft 690 which may pass throughthe apparatus 600B. However, it is also envisioned, that one or moreportions of the support portions 602-x may include openings or may beremoved such that the system 600B may be raised with the aircraft 690 inplace. Accordingly, the system 600B may include openings in, forexample, the support portions 602-x such as in the top support 602-2portion such that the system 600B may be raised with the aircraft 690 inplace above the system 600B.

Further, it is envisioned that the system may hinge about one or moreaxes of the system such as a vertical and/or horizontal axes so as toconserve space when in certain positions such as a folded position. Thesystem may then be rotated to a servicing position to, for example,service an aircraft. Accordingly, the system may include one or morehinge portions and or actuator portions (e.g., hydraulic cylinders,etc.) to facilitate folding of the apparatus, when desired. Moreover, itis envisioned that the system may include a horizontal retractionmechanism which may move the system in a horizontal direction such thatit may be slid into or out of a desired location.

FIG. 7 is side schematic view of the system 600 according to anembodiment of the present system. An aircraft 690′ is shown in a loadingposition and may be moved forward/rearward (as indicated by arrow 711)by, for example, the control portion 606 so as to position certainhardpoints and/or fuel ports of the aircraft 690′ in a desired positionrelative to, for example, base portions 602B during operation of thesystem (e.g., during an integrated combat turnaround operation, etc.)under control of the control portion 606. Accordingly, the apparatus mayinclude one or more guide portions such as guide rails or tracks 729(hereinafter both of which will be referred to as tracks) which mayguide a corresponding part of the aircraft 690′ such as a landing gearor wheel of the aircraft along a desired path. The guide tracks 729 mayinclude an engagement portion such as rollers 723 which may engage acorresponding wheel (e.g., a nosewheel 725) so as to move the aircraft690′ to a desired position. The rollers 723 may receive a motive forcefrom a linear actuator controlled by the control portion of the system.It is further envisioned that the guide tracks may further include apush/pull portion operative under the control of the control portion 606and which may push or pull a corresponding portion of the aircraft suchas a wheel, landing gear, etc. of the aircraft to the desired location.The push/pull portion may be coupled to, for example, an actuator suchas an electrical motor via a chain, belt, or cable drive. However, it isalso envisioned that other motive methods may be used to move theaircraft 690′ such as a draw bar, a clamp, etc., attached to a landinggear strut, etc. of the aircraft 690′ and which is coupled to, forexample, a linear an actuator portion (e.g., controlled by the controlportion 606) such as a hydraulic actuator, a screw type actuator, etc.Further, portions of the guide tracks or rails 729 may separate fromeach other at one or more areas such as areas 731 as the supportportions 602-x are lowered. However, it is also envisioned that theguide tracks or rails 729 may be folded, etc. Further, the type,position (e.g., distance between parallel tracks, etc.) may be set bythe system in accordance with an aircraft ID, type, configuration, etc.

The HC portions 613-x may be coupled to the guide tracks 729 and beoperative to substantially remain in position relative to the aircraft690′ as the aircraft 690′ may be moved by the system so as to provide aflow of coolant to desired areas of the aircraft 690′ such as the wheelbrakes. Feedback information (e.g., from sensors) may be provided to thecontrol portion 606 to determine and/or adjust a location of theaircraft 690′. Accordingly, the apparatus may load stores unto certainportions of the aircraft (e.g., inboard hardpoints of a swept wingaircraft) and may then move the aircraft such that outboard hardpoints(e.g., wingtip hardpoints, etc.) of the aircraft may be loaded withcorresponding stores. The lift portions 604-x may be retracted afterstores are loaded. The system 600 may also load stores into internalhardpoints such as hardpoints in internal bay 692 of the aircraft 690′.Further, the system 600 may include an aircraft lift which may lift oneor more portions of the aircraft 690′ to service the aircraft (e.g.,change wheels, etc.). A gas or liquid supply may be flow coupled tocorresponding HC or flow portions 613-x 607-x, respectively, viacorresponding hoses, pipes, tubing, etc. Lift portions 604-x and/orsupport portions 605 of the lift portion 604-3 may raise (or lower)and/or swing such that it does not interfere with a ground crew eitherbefore and/or after loading of stores as shown, under the control of thecontrol portion 606. Accordingly, the control portion 606 may render adisplay for the convenience of the user in which a user may select tocertain positions (e.g., raised, stored, etc.) for selected liftportions 604-x and/or support portions 606. One of the flow portions607-F is shown in a fueling position. Further, in yet other embodiments,it is envisioned that the system may refuel wet stores (e.g., auxiliarywing tanks, etc.) or may mount empty, partially or fully fueled wetstores unto hard points of an aircraft.

FIG. 8 shows a flow diagram that illustrates a process 800 in accordancewith an embodiment of the present system. The process 800 may beperformed using one or more computers communicating over a network. Theprocess 800 can include one of more of the following acts. Further, oneor more of these acts may be combined and/or separated into sub-acts, ifdesired. In operation, the process may start during act 801 and thenproceed to act 803.

During act 803, the process may obtain information related to anaircraft to be serviced such as aircraft identification (ID). Processmay then use the aircraft ID to obtain (e.g., from a memory of thesystem) aircraft configuration information (ACI) which may includeinformation related to the aircraft such as type, block number,configuration, dimensions, historical information (e.g., cycleinformation, airtime, use information (e.g., number of ejections foreach hardpoint, etc.), image information (e.g., images of the aircraftor parts thereof (e.g., engines fan images, wing images, etc.) for latercomparison, power plant information, hardpoint type and location, rackunit type and/or location, software or firmware configuration, etc. Theprocess may then match and/or assign an aircraft to a loading system(e.g., see, 100) or vice versa while an aircraft is on the ground orairborne. For example, a first type (or configuration) of loading systemmay be assigned (e.g., by the system) to an F16-A while a second type ofloading system may be assigned to an F16-C, and a third type of loadingsystem may be assigned to an F35, etc. Accordingly, the system may use atable lookup (e.g., obtained from a memory of the system) to determinewhich type of loading system configurations to assign to which aircraft.After completing act 803, the process may continue to act 805.

During act 805, the process may obtain requested store information (RSI)for the assigned aircraft from a memory of the system or from a user(e.g., a pilot, a ground crew member, etc.). The RSI may includeinformation such as requested stores (e.g., 100 gallon fuel tanks, AAmissiles (and type), etc. and/or information related to a currentmission information CMI (e.g., for a future mission the aircraft) e.g.,ground attack, air-to-air attack, electronic counter measures,air-to-air refueling (e.g., buddy refueling), etc. and may be accessedin accordance with the aircraft ID. Accordingly, the process maydetermine stores for the aircraft in accordance with the current missioninformation or may obtain the store information directly from the RSI.After completing act 805, the process may continue to act 807. The CMImay include logistical information such as load, distance, flyingconfiguration, weight, fuel use, drag information, flight time, etc. TheCMI and/or the RSI may be included in the ACI.

During act 807, the process may set the requested stores on an apparatussuch as system 100, 600 for servicing the aircraft. Accordingly, processmay perform acts to automatically retrieve stores and/or set the storeson corresponding lift portions of the apparatus (e.g., AGM-65's on #1and #6 (wing end) lifts, 200 gal. fuel tanks on #3 and #4 (inner) lifts,AIM 120's on #2 and #5 (midwing) lifts, (where the lifts each load acorresponding hardpoint of the aircraft) etc.). The stores may besecured to corresponding lift portions using any suitable method. Aftercompleting act 807, the process may continue to act 809.

During act 809, the process may determine whether the requested storesare set in the corresponding lift portions. Accordingly, if therequested stores are determined to be set in their corresponding liftportions, the process may continue to act 811. However, if the processdetermines that the requested stores are not set in their correspondinglift portions, the process may continue to act 821. The process maydetermine whether a store is set using sensor feedback information fromsensors (e.g., on the lift portions) which may indicate the presence ofa store and/or whether the store is secured to a corresponding liftportion. A store may also be determined to be not set when a store isdetermined to be unavailable (e.g., due to no stock).

During act 821, the process may inform the system and/or user of a storewhich is not available, not set (e.g., secured) to its correspondinglift, etc. For example, the process may inform of missing stores, storeswhich are not secured by a corresponding clamping portion, etc., inaccordance with feedback information, etc. Accordingly, the process mayinform that a stock of “x-type” external fuel tanks is not availableand/or may recommend a suitable substitute in accordance with theaircraft ID, ACI, RSI and/or CMI. For example, upon determining that afirst type of air-to-air store is unavailable, the process may recommenda similar type of air-to-air store. After completing act 821, theprocess may continue to act 811.

During act 811, the process may determine whether an aircraft servicerequest has been generated. The aircraft service request may begenerated by the system (e.g., upon determining that an aircraft will beready to service within a threshold time period, upon sensing thepresence of an aircraft within a threshold distance and/or within apredetermined area, upon receiving a request generated by an aircraft tobe serviced, and/or by a user), etc. Accordingly, if the processdetermines that a service request has been generated, the process mayrepeat act 813. However, if the process determines that a servicerequest has not been generated, the process may repeat act 811. Further,the process may generate a service request when it determines that anarrival time period Ta (e.g., a time from the current time and to a timeat which the aircraft will be ready for servicing) is less than athreshold time.

During act 813, the process may obtain loading location informationcorresponding with a location at which the aircraft is to be serviced.The loading location information may correspond with a geophysicallocation, a loading dock, a loading pad, a loading bay, and/or otherinformation which may correspond with the location at which the aircraftis to be serviced. The loading location information may be generated bythe system (e.g., using a scheduling routine, etc.) or may be obtainedfrom a memory of the system. It is further envisioned that the loadinglocation information may be set in accordance with a location at whichthe aircraft to be serviced is parked, the aircraft ID, ACI, RST and/orCMI. After completing act 813, the process may continue to act 815.

During act 815, the process may perform an aircraft positioning routineto position the aircraft for servicing. Accordingly, the process mayinform the aircraft to be serviced of the location at which the aircraftis to be serviced and await the arrival of the aircraft or may use adocking guidance method such as a conventional visual docking guidancesystem to guide the aircraft to the loading location. Accordingly, theprocess may communicate with a visual docking guidance system totransmit and/or receive information to/or from the visual dockingguidance system which may be used to guide the aircraft and/or portionsof the system (e.g., 100) to a desired position, area, bay, etc. Theprocess may also control, for example, the system (e.g., 100) toposition itself relative to the aircraft or vice versa and/or maygenerate and/or receive sensor information indicating positions of theaircraft and/or portions of the system (e.g., 100) which may be used toupdate docking information used by the system and/or the aircraft. Aftercompleting act 815, the process may continue to act 817.

During act 817, the process may determine whether the aircraft to beserviced is positioned for servicing. Accordingly, if it is determinedthat the aircraft to be serviced is positioned for servicing, theprocess may continue to act 819. However, if it is determined that theaircraft is not positioned for servicing, the process may repeat act815. The visual docking guidance system or other docking system maygenerate and/or transmit information indicative of a successful dockingoperation such as a dock OK message.

During act 819, the process may begin an aircraft servicing processwhich may be operative to attach a plurality of stores to the aircraftbeing serviced. After completing act 819, the process may continue toact 823 where it ends.

FIG. 9 shows a flow diagram that illustrates a process 900 in accordancewith an embodiment of the present system. The process 900 may beperformed using one or more computers communicating over a network. Theprocess 900 can include one of more of the following acts. Further, oneor more of these acts may be combined and/or separated into sub-acts, ifdesired. In operation, the process may start during act 901 and thenproceed to act 903.

During act 903, the process may position the aircraft to be servicedrelative to the system (e.g., see, 100, 600, etc.). Accordingly, theprocess may use any suitable positioning method to position the aircraftrelative to the system. For example, the aircraft may be clamped inplace, placed upon a cradle, rail, track, and/or locked in a desiredposition relative to the system (e.g., see, 100, 600, etc.) or portionsthereof. Similarly, the process may engage friction members such asbrakes to secure the system in a desired location relative to theaircraft. However, it is also envisioned that the process may place thesystem in position relative to the aircraft and/or a stationary object.For example, if the system is currently in a loading position (e.g.,underground position), the process may be operative to position portionsof the system (e.g., the base portions 602-x) in a position suitable forservicing the aircraft (e.g., in an upper level position). The processmay receive sensor information from one or more sensors such as opticalsensors (e.g., laser, imaging, etc.), mechanical (e.g., switches, etc.),electrical (e.g., magnetic, etc.), and/or combinations thereof todetermine the position of one or more of the portions of the systemand/or the aircraft. Then, using the sensor information, the process mayadjust the position of the system and/or the aircraft to one or morepositions suitable for servicing the aircraft. After completing act 903,the process may continue to act 905.

During act 905, the process may determine whether the position of theaircraft and/or the system (or parts thereof) is suitable (e.g., iswithin one or more threshold distances) for servicing the aircraft.Accordingly, if the process determines that the position is suitable forservicing the aircraft, the process may continue to act 907. However, ifthe process determines that the position of the aircraft and/or theapparatus is not suitable (e.g., is not within one or more thresholddistances) for servicing, the process may repeat act 903.

During act 905, the process may position stores (e.g., by controllingcorresponding lift portions) for attachment of stores to correspondinghardpoints of the aircraft. The stores may be positioned in accordancewith a position of the system relative to the aircraft (e.g., a firstposition for inboard wing hardpoints and a second position for outboardwing hardpoints) which may be set in accordance with information such asthe aircraft ID, CMI, RSI, etc. Accordingly, the process may control thelift portions such that corresponding stores are located at a desiredlocation (e.g., at predetermined location x, y, z, and/or having adesired orientation, etc., as set forth in the CMS information) and/ormay use an optical recognition method to recognize one or more featuresof the aircraft being serviced and set the stores in a predeterminedposition (e.g., obtained from the CMS information, etc.) relative to therecognized features. Accordingly, the process may receive sensorinformation and/or may control the lifts in accordance with the sensorinformation (e.g., optical information), and/or information related tothe Aircraft ID, ACI, CMI, and/or RSI. Thus, operation of the liftportions may occur in a parallel and/or serial manner based uponsettings of the system. For example, the user may desire to access acertain area of the aircraft for a certain maintenance procedure.Accordingly, the process may control lift portions which may bedetermined to physically hinder access to the area by the user so thatthese lift portions are located in a position which may afford betteraccess to the aircraft for the procedure. Accordingly, the process mayaccess a table (e.g., in the ACI) listing service areas and/ormaintenance items and corresponding areas to, for example, park a liftand/or lift operations to be performed (e.g., a sequence, etc.) when theservice area is to be accessed and/or when a corresponding maintenanceprocedure.

The process may also perform an inspection of the aircraft to determinewhether the aircraft has sustained any damage. Accordingly, the processmay scan the aircraft and/or parts thereof using any suitable scanningmethod (e.g., optical scanning, laser scanning, etc.) and may comparethe scanned information with historical information (e.g., obtained inthe ACI from the memory) using any suitable imaging technique ortechniques (e.g., digital signal processing (DSP), optical imagerecognition, etc.) and determine whether there are any discrepancies.For example, the process may image a leading edge of a wing of theaircraft and compare this information with a previous image of theleading edge of the wing (e.g., in the ACI information) and determinewhether any damage is present. If the process determines that there isdamage, the process may inform a user of the damage (e.g., by rendering“damage to wing at location L3” and may highlight the damaged area on adisplay of the system for the convenience of the user. The process mayalso obtain image information of internal components (e.g., turbineblades, fuel cells, etc.) and determine whether these parts are damaged.Accordingly, the system may inform a user of damage to an aircraft. Thesystem may also determine whether stores are present on the aircraft(e.g., optically or by communicating with the aircraft) before startingto service the aircraft and may take appropriate actions (e.g., notoperate a lift portion with a store corresponding with a hardpoint whichis currently loaded with another store, remove the currently loadedstore, etc.). Further, the present system may include a roboticmanipulation portions which may be controlled by the controller to checkdetectors such as oil chip detectors, etc. The present system mayfurther include imaging devices (e.g., cameras, scanners, etc.) mountedto robotic manipulation portions such that the imaging devices mayoriented to image the aircraft and/or portions thereof such as an engineinlet duct, engine turbine blades, etc. Then the process may compare theimages with preexisting images (e.g., from the ACI) of the same portionsof the aircraft and detect (e.g., using an image recognition techniques)the presence of any damage, abnormities, etc. Accordingly, the processmay control a robotic manipulation portion to insert a camera into oneor more areas (e.g., an access port, the engine inlet, etc.) to obtaindesired images even while the engine may be running (e.g., as during ahot-pit refueling operation). The process may position stores within athreshold distance of a corresponding hardpoint in accordance with oneor more settings of the system in accordance with one or more of theaircraft ID information, ACI, CMI, RSI, and/or a user input. Thus, auser (e.g., a ground crew member or members) may attach one or moreselected stores to the aircraft manually if desired. However, to savetime and/or effort, the stores may be lifted automatically to a desiredposition based upon a system configuration. After completing act 907,the process may continue to act 909.

During act 909, the process may determine whether to enable an automaticstore attachment mode to automatically attach the stores to the aircraftbeing serviced. Accordingly, if it is determined to enable the automaticstore attachment mode, the process may continue to act 917. However, ifit is determined not to enable the automatic store attachment mode, theprocess may continue to act 911. The process may determine not toautomatically attach the stores and thus, enter a manual attachment modebased upon a system configuration when, for example, damage is detected,a user input requesting a manual attachment mode is received, an erroris detected, etc.

During act 911, the system may enter a manual store attachment modeand/or inform a user of via a rendering device of the system such as adisplay, a speaker, etc., that a manual store attachment mode has beenenabled using a message such as: “manual store attachment set,” “storesawaiting attachment by user as per user request,” “wing damage at innerpylon location, automatic attachment disabled,” “automatic storeattachment process disabled as per system configuration, etc., and mayawait a user input. In the manual store attachment mode, stores will notbe automatically attached to a corresponding hardpoint of the aircraft.After completing act 911, the process may continue to act 913.

During act 913, the process may determine whether to release a storefrom a corresponding lift portion. Accordingly, when it is determinedthat a store should be released, the process may continue to act 915.However, when it is determined that a store should not be released, theprocess may repeat act 913. The process may determine to release a storeat the request of user which may be input via an interface of thesystem. For example, each lift portion may include hard and/or soft keyswhich may be depressed by a user to perform a desired action such asrelease stores, manipulate a lift portion in one or more axes, etc.

During act 915, the process may enter an automatic store attachment modeand may automatically attach stores to corresponding hardpoints of theaircraft being serviced. Accordingly, the process may control the liftsin accordance with loading information (LI) retrieved from a memory ofthe system in accordance with the aircraft ID information, ACI, CMIand/or RSI and which may include information suitable for manipulating acorresponding store for attachment to the corresponding hardpoint. Forexample, the ACI may include information related to thelocation/orientation of a hardpoint orientation (e.g., x, y, z, α, β, γ,etc.), where x, y, z, refer to rectilinear coordinates (e.g., x, y,distance, and z height), and α, β, γ, refer to orientation yaw, pitch,and roll, respectively,) relative to an absolute location (e.g., of thebase portion, etc.). The LI information may include information relatedto a loading operation (e.g., loading path for the store, etc.) whichmay be followed to place the store in a desired location/orientationand/or attach the store to the corresponding hardpoint. The ACI mayinclude information related to torque specification for the hardpoint,hardpoint configuration, etc. The LI may be learned by the system in alearning mode in which a user may manipulate a store to attach it to adesired hardpoint. The system may follow the position/orientation of thestore and may then store this information in a memory of the system forlater user. The process may also identify features of the aircraft(e.g., of the hardpoint, etc.) and may attach the store to the hardpointusing feedback information in accordance with a predetermined routine.The LI may be programmed by a user and may include numerical controlinstructions or the like to lift and/or secure a store to acorresponding hardpoint. The process may secure or release stores,manipulate ratchets, etc., to tighten/loosen screw jacks topredetermined torque settings, insert, remove, and/or tighten bolts,pins, etc., manipulate insertion portions (e.g., insertion arms) toinsert/remove pyrotechnic cartridges in, for example, pyrotechnic BMUs,etc., set sway braces to predetermined settings, etc., and/or performother actions such as replacing pyrotechnic ejector charges inaccordance with one or more of the aircraft ID information, ACT, CMI,RSI, LI, and/or a user input. After completing act 915, the process maycontinue to act 917. The process may also automatically control roboticmanipulation portions to replace chaff/flares, etc. of the aircraft.

During act 917, the process may determine to configure stores.Accordingly, if it is determined to enter an automatic storeconfiguration mode, the process may continue to act 919. However, if itis determined not to enter an automatic store configuration mode, theprocess may continue to act 921. The process may determine to enter anautomatic store configuration mode based upon a system setting which maybe obtained from, for example, checking a flag set in the aircraft ID,ACI, CMI, the RSI, and/or LI. However, a user may also configure thesystem to enter the automatic store configuration mode.

During act 919, the process may enter an automatic store configurationmode in which the process may control one or lift portions and/orrobotic manipulation portions to configure stores automatically. Forexample, the process may control the system 100 to set and/or arm stores(e.g., stores that were attached to corresponding hardpoints of theaircraft being serviced), add fuel to stores (e.g., drop tanks, etc.),update computer systems of the aircraft (e.g., flight control computers,fire control computers, etc.). After completing act 919, the process maycontinue to act 921.

During act 921, the process may generate and/or render informationgenerated by the process on one or more displays of the system. Forexample, a pilot may be informed (e.g., via a display of the fuel load,(e.g., 5000 lbs. fuel in main tanks, 200 gallons in wingtip tanksinstalled at number 1 and number 6 wet hardpoints, etc.) and of stores(e.g., missiles, etc.) loaded on other hardpoints. The ground crew mayalso be informed of the status of the system (e.g., stores loadedsuccessfully, etc.), etc. After completing act 921, the process maycontinue to act 923.

During act 923, the process may update information related to theservicing of the aircraft in a memory of the system. Accordingly, theprocess may update one or more of the aircraft ID information. Theaircraft ID information may include information related to the CMIand/or RSI which may be accessed for maintenance and/or used todetermine an aircraft maintenance schedule, etc. After completing act923, the process may continue to act 925, where it ends.

FIG. 10 shows a flow diagram that illustrates a process 1000 inaccordance with an embodiment of the present system. The process 1000may be performed using one or more computers communicating over anetwork. The process 1000 can include one of more of the following acts.Further, one or more of these acts may be combined and/or separated intosub-acts, if desired. In operation, the process may start during act1001 and then proceed to act 1003.

During act 1003, the process may obtain aircraft ID of an aircraft to beserviced. The aircraft ID may be directly obtained from the aircraft viaa wired and/or wireless communication link, may be assigned by thesystem, and/or entered by a user. After completing act 1003, the processmay continue to act 1005.

During act 1005, the process may obtain aircraft configurationinformation (ACI) in accordance with the aircraft ID and which mayinclude information related to aircraft type (F15D, F22, F35, etc. . . .), serial number, configuration, a configuration of hardpoints on theaircraft (e.g., BRU-46/A inboard, BRU-47/A outboard, etc.), currentstores (expected) to be loaded, current stores on the aircraft (e.g.,external stores, internal stores, etc.), landing gear type, dimensionsof the aircraft, expected fuel load, etc., servicing location (e.g., pad5), loading information (learned loading information, programmedinformation, etc.), etc. The servicing location may be fixed and/orassigned by the system. Further part of the ACI may be set in accordancewith a link established with the aircraft (e.g., to obtain expectedstores currently on the aircraft, expected (landing) fuel load on theaircraft (e.g., before servicing), etc.). After completing act 1005, theprocess may continue to act 1007.

During act 1007, the process may position the apparatus (e.g., 100, 600,etc.) relative to the aircraft (e.g., by moving the aircraft and/or theapparatus or parts thereof) in accordance with the ACI. Accordingly, theACI may include relative coordinate information for this procedure.After completing act 1007, the process may continue to act 1009.

During act 1009, the process may load and/or attach stores to theaircraft in accordance with the ACI. For example, the process maycontrol actuators (e.g., motors, solenoids, clutches, etc.) of the liftportions to manipulate corresponding stores in a loading pattern (e.g.,in accordance with the LI, etc.) so that the stores may be attached tocorresponding hardpoints of the aircraft. The process may also controlmanipulation portions to set adjustments, load pyrotechnic charges in,for example, ejectors, set torque settings of, for example, screw jacks,etc., arm stores, etc. The process may also control to configure thestores (e.g., arm the stores, place or remove flags, set or remove pins(e.g., landing gear pins, safe pins, ejector seat pins, etc.). Thisprocess may be performed in a parallel and/or sequential process inaccordance with the ACI. The process may also command to resupply anenergy source of the aircraft such as by refueling (e.g., one or moretanks of the aircraft), charging batteries, supplying power, etc. Aftercompleting act 1009, the process may then continue to act 1011. Thestore loading process may rely upon computer vision algorithms which mayrecognize features of the aircraft such as, for example, a point ofinterest which may include a texture, a shape, a structure (such as ahardpoint, etc.) etc. The process may then associate (e.g., using acomputer vision algorithm) this point of interest with a correspondingfeature on a computer model (e.g., a hardpoint, etc.). By associatingthe points of interest on the aircraft with a computer model that theprocess is programmed to understand, the process may autonomously devisean approach to securing the stores to the aircraft and/or may devise anapproach to docking and/or servicing the aircraft. However, it is alsoenvisioned that the process may obtain information related to one ormore predetermined locations (e.g., within a certain distance A of acorresponding hardpoint and having a, for example, a coordinate and/ororientation (e.g., x, y, z, α, β, γ, etc.), where x, y, z, refer to arectilinear coordinates (e.g., x, y, distance, and z height), and α, β,γ, refer to orientation yaw, pitch, and roll, respectively,) and controlactuators of the lift portions to place the stores at thesepredetermined locations. Accordingly, the process may control the liftportions to, for example, lift or drop one or more stores to apredetermined height (position and/or orientation), in a synchronous orserial manner.

During act 1011, the process may retract lift portions, refuelingportions, and/or may disengage from the aircraft. The process may updatea memory of the system to reflect the servicing. After completing act1011, the process may continue to act 1013 where it ends.

Although various processes are shown according to embodiments of thepresent system, it is envisioned that the present system may preformacts in accordance with predetermined procedures. For example, thepresent system may perform an integrated combat turnaround procedure inaccordance with predetermined integrated combat turnaround routine whichmay be stored in a memory of the system.

FIG. 11 is a schematic view diagram of a portion of a system 1100 inaccordance with an embodiment of the present system. The system 1100 mayinclude one or more of a control portion 1102, a memory portion 1104,vehicles 1106-1 through 1106-N (generally 1106-x), a network 1116,stations 1108-1 through 1108-M, and a store portion 1112, one or more ofwhich may communicate with each other using one or more communicationtechniques.

The control portion 1102 may include one or more servers, processors,computational devices, etc., which may be coupled to the network and/ormay control the overall operation of the system 1100. Accordingly, thecontrol portion 1102 may communicate with a communication device of oneor more vehicles 1106-x via a wired and/or wireless communication link(or links) and may send and/or receive information related to acorresponding vehicle (e.g., a group of vehicles, a specific vehicle ina group, etc.) such as one or more of stores present (e.g., on thevehicle) or dispensed, expected stores (e.g. unused stores at landing),fuel (e.g., expected fuel load at landing), operational performance(e.g., aircraft error codes, etc.), ID, expected time-of-arrival (e.g.,at an airport for servicing), expected flight duration (e.g., +05:23hours), mission information, location (e.g., geophysical location), etc.The control portion 1102 may further communicate with one or more of thestations 1108-x and determine current status (e.g., fully charged,loaded with stores for F16A No. 10/1234), location (pad #, airportlocation, etc.), etc. Similarly, the control portion 1102 maycommunicate with the store portion 1112 to receive information relatedto stores (e.g., type, quantity available, location, etc.). The controlportion 1102 may then determine whether to assign stores 1114 in thestore portion 1112 to a station 1108-x and/or whether to assign avehicle 1106-x to a station 1108-x. The control portion 1102 may thencommunicate this information to one or more of the vehicles 1106-x, thestore portion 1112, and/or the stations 1108-x and may awaitconfirmation of the communication. The control portion 1102 may alsogenerate scheduling information which may include, for example,scheduling information related to arrival times/locations (e.g., landingtimes) of the vehicles 1106-x, store loading times/locations for thestations 1108-x, and/or service times/locations for the vehicles 1106-x,etc., using a suitable scheduling method. The control portion 1102 maythen transmit the scheduling information to the vehicles 1106-x and/orthe stations 1108-x.

The memory portion 1104 may be accessed by the control portion 1102 andmay include any suitable memory such as, for example, a persistentmemory or memories which may be located in locally and/or remotely fromeach other. Accordingly, the memory portion 1204 may include a surfacearea network (SAN) memory, etc. The memory portion 1102 may storeinformation required by the system such as information generated by thesystem 1100, operating applications, programs, data, historicalinformation, scheduling information, information related to aircraft,information related to stores, and/or other information used by thesystem, etc.

The Network 1116 may include on or more networks such as wired and/orwireless networks, a wide area network (WAN), a local area network(LAN), a telephony network, the Internet, an intranet, a proprietarynetwork, a military network, etc.

The store portion 1112 may include one or more stores which may beaccessed and/or loaded by an assigned station 1108-x. The store portion1112 may include a plurality of store portions 1114 of the same ordifferent types, etc. Further, the system 1100 may determine a locationof each store portion 1112 and/or stores 1114 of a corresponding storeportion 1112. Accordingly, the control portion 1102 may assign a station1108-x to a store portion 1112 based upon distance and/or availability.The store portion 112 may include one or more automated manipulationportions to automatically retrieve stores and/or load the stores untocorresponding lift portion of a station 1108-x.

The stations 1108-x may include manipulation portions to set stores 1114and/or to load (e.g., attach) the set stores 1114 unto an assignedvessel 1106-x. The stations 1108-x may further include an interface withwhich a user may interact such as a display, a speaker, a microphone, akeyboard, a touch screen, a pointing device (e.g., a mouse, a trackball,a touchpad, etc.). Further, the stations 1108-x may generate a userinterface (UI) 1210 with which a user may interact with the system 1100.

FIG. 12 shows a portion of a system 1200 (e.g., peer, server, etc.) inaccordance with an embodiment of the present system. For example, aportion of the present system may include a processor 1210 operationallycoupled to a memory 1220, a rendering portion 1230, a transducer portion1240, a receiver/transmitter (Rx/Tx) portion 1260, a user input device1270, and a network 1280. One or more portions of the system 1200 may belocally or remotely located and/or may be combined or separated fromeach other.

The memory 1220 may be any type of device for storing application dataas well as other data related to the described operation. Theapplication data and other data are received by the processor 1210 forconfiguring (e.g., programming) the processor 1210 to perform operationacts in accordance with the present system. The processor 1210 soconfigured becomes a special purpose machine particularly suited forperforming in accordance with the present system.

The operation acts may include requesting, providing, and/or renderingof content such as status information, aircraft information, informationgenerated by the system, information related to stores, etc. The userinput 1270 may include a keyboard, mouse, trackball or other device,including touch sensitive displays, which may be stand alone or be apart of a system, such as part of a personal computer, personal digitalassistant (PDA), mobile phone, smart phone, set top box, television orother device for communicating with the processor 1210 via any operablelink. The user input device 1270 may be operable for interacting withthe processor 1210 including enabling interaction within a UI asdescribed herein. Clearly the processor 1210, the memory 1220, therendering device 1230, the transducer portion 1240, thereceiver/transmitter (Rx/Tx) portion 1260, the user input device 1270,and the network 1280, may all or partly be a portion of a computersystem or other device such as a client and/or server as describedherein.

The methods of the present system are particularly suited to be carriedout by a computer software program, such program containing modulescorresponding to one or more of the individual steps or acts describedand/or envisioned by the present system. Such program may of course beembodied in a computer-readable non-transitory memory medium, such as anintegrated chip, a peripheral device or memory, such as the memory 1220or other memory coupled to the processor 1210.

The program and/or program portions contained in the memory 1220configure the processor 1210 to implement the methods, operational acts,and functions disclosed herein. The memories may be distributed, forexample between the clients and/or servers, or local, and the processor1210, where additional processors (logic devices, etc.) may be provided,may also be distributed or may be singular. The memories may beimplemented as electrical, magnetic or optical memory, or anycombination of these or other types of non-transitory storage devices.Moreover, the term “memory” should be construed broadly enough toencompass any information able to be read from or written to an addressin an addressable space accessible by the processor 1210. With thisdefinition, information accessible through a network is still within thenon-transitory memory, for instance, because the processor 1210 mayretrieve the information from the network for operation in accordancewith the present system. For example, the memory may correspond tonon-transitory memories available through a cloud computing network.

The processor 1210 is operable for providing control signals and/orperforming operations in response to input signals from the user inputdevice 1270 as well as in response to other devices of a network andexecuting instructions stored in the memory 1220. The processor 1210 maybe an application-specific or general-use integrated circuit(s).Further, the processor 1210 may be a dedicated processor for performingin accordance with the present system or may be a general-purposeprocessor wherein only one of many functions operates for performing inaccordance with the present system. The processor 1210 may operateutilizing a program portion, multiple program segments, or may be ahardware device utilizing a dedicated or multi-purpose integratedcircuit.

The transducer portion 1240 may be coupled to the processor 1210 and mayprovide sensor information to the processor 1210 and/or may receiveinformation such as control information, settings, etc., from theprocessor 1210, and may include a sensor portion 1250 and an actuatorportion 1260.

The sensor portion 1250 may include sensors and/or detectors such asposition sensor, linear position sensors, angular position (e.g.,rotary) sensors, azimuth sensors, acceleration sensors (e.g., single- ormulti-axis), orientation sensors, a gravity/magnetic field sensors,humidity sensors, vibration sensors, electrical field sensors, acousticsensors, location sensors (e.g., GPS), voltmeters, ammeters, temperaturesensors, magnetic sensors, presence sensors, RFID sensors, pressuresensors, load sensors, probes, biometric sensors, chemical sensors,electromagnetic sensors, electromechanical sensors, electroacousticsensors, electrostatic sensors, thermoelectric sensors, radioacoustic,piezoelectric, strain gauges, sensors, optical sensors (e.g., laserscanners, ultraviolet sensors, cameras, image capture devices (e.g.,still and/or video)), etc., which may relate various sensor informationrelated to a sensed physical quantity, etc., to the processor 1210. Forexample, a store presence sensor may provide information relating to thepresence and/or type of store on a lift portion to the processor 1210, aposition sensor may provide information related to a position of a liftportion, a chemical sensor may detect a present of chemical contaminantsand transmit this information to the processor 1210, etc.

The actuator portion 1260 may be controlled by the processor 1210 andmay include actuators such as electronic, hydraulic, pneumatic,piezoelectric, alloy wire, electro-active polymer (EAP) actuators and/orcombinations thereof. The actuators may transform an input signal (e.g.,received from the processor 1210) into a motive force, motion, and/ordisplacement. Accordingly, the actuator portion 1260 may include motors(e.g., electrical motors, rotary, linear, piezo-electric, shape alloy,EAP, etc.), solenoids, relays, motion. Specific examples include:electrical motors, pneumatic actuators, hydraulic actuators, linearactuators, comb drives, piezoelectric actuators and amplifiedpiezoelectric actuators, thermal bimorphs, micromirror devices,electroactive polymers, etc. The actuators may also include electrical(e.g., transistor drivers, etc.), mechanical, pneumatic, and/orhydraulic actuators which may be operative to control other actuatorssuch as electrical, hydraulic, hydropneumatic, and/or pneumatic motors.Further, the actuators may include hardpoint actuators such as cartridgedispensing actuators which may release, enable, (e.g., enable/disableelectrical firing portions) one or more cartridges under the control of,for example, the processor 1210. Moreover, the actuators may includeelectro-active polymer (EAP) actuators which may be used, for example,to hold and/or release stores, etc.

The rendering device 1230 may include a display, a speaker, etc. and mayrender information such as content received from the processor 1210.Accordingly, the rendering device 1230 may include any suitable devicerendering information such as a display such as a light emitting diode(LED), a liquid crystal display (LCD), an organic LED (OLED), anelectrophoretic-type (e.g., E-INK™ and the like) displays or the like.The displays may further include a touch-sensitive display.

The user input device 1270 may include one or more input devices suchas, for example, buttons, a touch-sensitive pad or display, hard or softkeys, a keyboard, and/or the like, with which a user may inputinformation (e.g., on/off settings, release inputs, etc.) by the user tobe communicated to the processor 1210 for further processing.

The Rx/Tx portion 1216 may include transmission and/or receptionportions to receive information and/or transmit information via wiredand/or wireless communication methods. Accordingly, the Rx/Tx portion1216 may include a downconverter to downconvert a received signal and/oran upconverter to upconvert a signal for transmission. The Rx/Rx portion1216 may further include antennas for transmission and/or reception ofsignals, and an interface portion to interface with, for example, anaircraft maintenance interface so as to couple with one or morecomputational devices of the aircraft. Moreover, the Rx/Tx portion 1216may include an RFID portion which may communicate with the controller soas to receive, for example, information related to an RFID query andrespond with corresponding information (e.g., identificationinformation, type information, status information, update information,user information, etc.) as is typical in an RFID system. The RFIDportion may communicate in accordance with any suitable RFID protocol.Accordingly, the RFID portion may query an RFID portion of a store, anaircraft, a lift portion, etc. and receive results of the query from thequeried RFID portion. Similarly, the RFID portion may receive queriesand provide results of the queries to other devices. The RFID portionmay also recognize ground crew members and configure the system inaccordance with a setting of the ground crew member which may have beenpreviously stored in memory of the system.

FIG. 13 shows a flow diagram that illustrates a process 1300 inaccordance with an embodiment of the present system. The process 1300may be performed using one or more computers communicating over anetwork. The process 1300 can include one of more of the following acts.Further, one or more of these acts may be combined and/or separated intosub-acts, if desired. In operation, the process may start during act1301 and then proceed to act 1303.

During act 1303, the process may obtain information related to anaircraft which is to be serviced such as an ID of the aircraft (e.g.,aircraft ID). Then, the process may continue to act 1305.

During act 1305, the process may obtain requested service procedureinformation for the aircraft to be serviced. The requested serviceprocedure information may include information related to a type ofservice mode to be performed by the system on the aircraft to beserviced. The requested service procedure information may be determinedby the system, by a user (e.g. by selecting a menu-item from a UIprovided by the system) and/or by checking information related to theaircraft such as the ACI, CMI or RSI information for a flag indicativeof a service type to be performed upon the aircraft. After completingact 1305, the process may continue to acts 1307, 1311, 1315, and 1317,where the process may determine a service type for the current serviceby in accordance with the requested service procedure information.

For example, during act 1307, the process may determine whether to entera daily operation mode, accordingly, if the process determines toperform a daily operation mode, the process may continue to act 1309.

Similarly, during act 1311, the process may determine whether to enter ahot pit refueling mode, accordingly, if the process determines to enterthe hot pit refueling mode, the process may continue to act 1313.

Further, during act 1315, the process may determine whether to enter anintegrated combat turn (or turnaround) mode (ICT) mode, accordingly, ifthe process determines to enter the ICT mode, the process may continueto act 1317.

Moreover, during act 1319, the process may determine whether to enter athruflight inspection service mode refueling mode, accordingly, if theprocess determines to enter the thruflight inspection mode, the processmay continue to act 1321.

During act 1309, the process may perform a daily service upon theaircraft. Accordingly, the process may obtain information related to theservice such as a service lookup table (e.g., see, Tables 1 through 4below each corresponding with a different type of service) from a memoryof the system which may correspond with the aircraft to be serviced(e.g., an F-16-B) and may perform a plurality of service items asdefined in the corresponding Table 1 presented below.

TABLE 1 Daily Service Type-F16-B Operation Weight Operation ModeSequence (1-5) Service Item (Operation) Auto Manual 1 5 RemoveProtective Covers X A, B, C 2 5 Remove Protective Covers X D & E 3 5Comprehensive Damage Check X 4 Check Loaded Stores X 5 5 EstablishCommunications X 6 5 Checkout Operational Systems X (Radar,Environmental, Electronics, etc.)

With reference to Table 1, the system operative acts may beautomatically and/or manually configured as set by the system and/oruser. For example, the may determine to manually remove protectivecovers D and E. Accordingly, the system may prompt the user (e.g., via adisplay of the system) to remove the covers and/or await a confirmationof the removal (or confirm removal automatically (e.g. by an imageprocessing, RFID methods, etc.). The system may then perform a checkoutof the loaded stores by, for example, confirming that the stores aresecured and/or armed (e.g., via an imaging processing method, a wirelessRF method, communicating with a computer of the aircraft, etc.). Aftercompleting act 1309, the process may continue to act 1323.

During act 1313, the process may perform a hot-pit refueling serviceupon the aircraft. Accordingly, the process may perform a plurality ofservice items as defined in Table 2 below.

TABLE 2 Hot-Pit Refueling Service Type-F16-B (Block 150) OperationWeight Operation Mode Sequence (1-5) Service Item (Operation) AutoManual 1 4 Position Aircraft in Predetermined X Location 2 4 OpenIn-flight refueling door X 3 5 Turn Off anti-collision light X 3 4 CheckBrake Temp (must be X cool e.g. determine whether Temp < Threshold Temp)4 4 Pin munitions and External X Tanks (if any) 5 5 Fuel Jet X

The process may use image recognition or other techniques (e.g., viacommunication with a computer of the aircraft being serviced, etc.) todetermine whether the anti-collision light is turned off and mayactivate a brake cooling portion to cool the brakes, etc. Aftercompleting act 1313, the process may continue to act 1323. Further, theprocess may interface with maintenance records for the aircraft beingserviced as well as other aircraft. Accordingly, the process may attainmaintenance records as well as other information corresponding with anaircraft being serviced as well as maintenance records for otheraircrafts.

During act 1317, the process may perform an ICT service upon theaircraft. Accordingly, the process may perform a plurality of serviceitems some of which may be defined as shown in Table 3 below.

TABLE 3 Integrated Combat Turnaround Service Type-F16-B Operation WeightOperation Mode Sequence (1-5) Operation Auto Manual 1 4 PositionAircraft in Predetermined X Location 2 4 Check Brake Temps. X 2 5 CheckTires For Serviceability X 2 4 Comprehensive Damage Check X 3 4 LoadMunitions X 4 5 Load Fuel X

With reference to Table 3, certain sequence items (e.g., see, sequenceitems labeled 2) may refer acts which may be performed in a parallelmanner by the present system rather than in a serial or sequentialmanner. However, it is also envisioned that these acts may be performedin a serial or sequential manner. The comprehensive damage check maydetermine whether the aircraft has sustained any damage any suitablemethod such as optical imaging techniques which may check the airframe,the engine inlets, the engine turbine (e.g., fan) blades, using one ormore imagers which may be fixed and/or robotically manipulated (e.g., bythe system) to capture image (or scanning) information of desired areasof the aircraft. The process may then obtain historical imageinformation of the aircraft and employ image recognition techniques onthe captured image information to determine whether the aircraft hassustained any damage. After completing act 1317, the process maycontinue to act 1323.

During act 1319, the process may perform a thruflight service upon theaircraft. Accordingly, the process may perform a plurality of serviceitems as defined in Table 4 below.

TABLE 4 Thruflight Inspection Service Type-F16-B Operation WeightOperation Mode Sequence (1-5) Operation Auto Manual 1 4 PositionAircraft in X Predetermined Location 2 4 Comprehensive Damage X Check 35 Check/Service Fluid Levels X and/or check/update maintenance records

After completing act 1319, the process may continue to act 1323.

With regard to acts 1309, 1311, 1315, and 1319, the process may performa plurality of acts to service the aircraft in each of the servicemodes. The plurality of acts to service the aircraft may be predefined(as shown by Tables 1 through 4) and/or may be selected and/or changedby the user (e.g., in a manual mode).

During act 1323, the process may determine whether the selected servicehas been completed and in the affirmative, continue to act 1325.Conversely, the process may repeat 1323. The process may determine thata selected service mode has been completed when all or a number (asdesired) of acts (e.g., service items or action items) in a serviceprocess (e.g., as defined by Tables 1 through 4) have been completed.Further, each act in in a service mode may be weighed. For example, afueling process may have a weight of 10 while a check of a non-essentialservice item may have a weight of 1. Accordingly, the process may sum upa weight of each service item (performed as compared to skipped) andcompare the sum with a threshold weight (the threshold weight may bedifferent for each service mode). Accordingly, if the process determinesthat the sum of the weights of the performed service items greater thanor equal to the threshold value, the process may determine that theservice (or a part thereof) has been completed. However, if the processdetermines that the sum of the weights of the performed service itemsless than the threshold value, the process may determine that theservice has been not been completed and may repeat act 1323 whilefurther service items may be performed and/or until a user input may bereceived. The weights may be predefined and/or may be set the user orthe system. For example, the system may assign a weight of 10 to a fuelservice item when it is determined that the aircraft may need a fullload (e.g., due to range/load considerations) of fuel while the systemmay assign a weight of 5 to the fuel service item when it is determinedthat a reduced weight takeoff is preferred or the aircraft hassufficient range and/or aerial refueling is available. Thus, the systemmay reduce a time required to complete a service of the aircraft such asin integrated combat turnaround service, if desired. The system may alsoassign a critical weight to certain service items such as a weaponsstore loading service item such that this service item must becompleted. Thus, a plurality of service items may be performed in aparallel manner (e.g., rearmament, refueling, etc.) and when a weight ofthe service items which are performed is greater than or equal to thethreshold value, the system may determine that the service is complete,which may reduce, for example, a time required for an integrated combatturnaround process. Further, the system may determine a weight as aservice item is performed (e.g., refueling).

During act 1325, the process may inform a user (e.g., via display of thesystem) that the service has been successfully performed. Then, theprocess may continue to act 1327.

During act 1327, the process may update service records related to theserviced aircraft and may then continue to act 1329, where it ends.

With reference to Tables 1 through 4 above, these tables areillustrative of exemplary acts and/or sequences which may be performedby the present system. However, other acts and/or sequences are alsoenvisioned.

FIG. 14 is exploded isometric view of a system 1400 according to anembodiment of the present system. The system 1400 is basically similarto the system 100 and includes a base portion 1402. However, the baseportion 1402 may include extensions such as extensions 1402-3 and 1402-4and/or portions 1402-1 and 1402-2 (generally 1402-x) to which the liftportions 144 may be attached. Although separate base portions 1402-1 and1402-2 are shown, it is envisioned that they may continuous and/or maybe formed integrally with each other.

To provide mobility, the base portion 1402 may include a mobilityportions such as wheels 1410, rollers, rails, tracks, floatation devices(e.g., pneumatic floatation, etc.) to enable the base portion 1402 to beeasily and conveniently moved into a desired position relative to, forexample, an aircraft to be serviced. However, it is also envisioned thatthe base portion 1402 or parts thereof may be fixedly mounted in desiredposition relative to a service area or pad, a store loading area or pad,a desired geophysical area, etc., which may be fixed in position or maybe mobile (e.g., a turntable). Moreover, it is envisioned that the baseportion 1402 may include outriggers which may stabilize the base portion1400 during operation and which may be manually and/or automaticallyoperated.

FIG. 15 shows a portion of a system 1500 (e.g., peer, server, etc.) inaccordance with an embodiment of the present system. For example, aportion of the present system may include a processor 1510 operationallycoupled to a memory 1520, a display 1530 and a user input device 1570.The memory 1520 may be any type of device for storing application dataas well as other data related to the described operation. Theapplication data and other data are received by the processor 1510 forconfiguring (e.g., programming) the processor 1510 to perform operationacts in accordance with the present system. The processor 1510 soconfigured becomes a special purpose machine particularly suited forperforming in accordance with the present system.

The user input 1570 may include a keyboard, mouse, trackball or otherdevice, including touch sensitive displays, which may be stand alone orbe a part of a system, such as part of a personal computer, personaldigital assistant, mobile phone, set top box, television or other devicefor communicating with the processor 1510 via any operable link. Theuser input device 1570 may be operable for interacting with theprocessor 1510 including enabling interaction within a UI as describedherein. Clearly the processor 1510, the memory 1520, display 1530 and/oruser input device 1570 may all or partly be a portion of a computersystem or other device such as a client and/or server as describedherein.

The methods of the present system are particularly suited to be carriedout by a computer software program, such program containing modulescorresponding to one or more of the individual steps or acts describedand/or envisioned by the present system. Such program may of course beembodied in a computer-readable non-transitory memory medium, such as anintegrated chip, a peripheral device or memory, such as the memory 1520or other memory coupled to the processor 1510.

The program and/or program portions contained in the memory 1520configure the processor 1510 to implement the methods, operational acts,and functions disclosed herein. The memories may be distributed, forexample between the clients and/or servers, or local, and the processor1510, where additional processors may be provided, may also bedistributed or may be singular. The memories may be implemented aselectrical, magnetic or optical memory, or any combination of these orother types of non-transitory storage devices. Moreover, the term“memory” should be construed broadly enough to encompass any informationable to be read from or written to an address in an addressable spaceaccessible by the processor 1510. With this definition, informationaccessible through a network is still within the non-transitory memory,for instance, because the processor 1510 may retrieve the informationfrom the network for operation in accordance with the present system.For example, the memory may correspond to non-transitory memoriesavailable through a cloud computing network.

The processor 1510 is operable for providing control signals and/orperforming operations in response to input signals from the user inputdevice 1570 as well as in response to other devices of a network andexecuting instructions stored in the memory 1520. The processor 1510 maybe an application-specific or general-use integrated circuit(s).Further, the processor 1510 may be a dedicated processor for performingin accordance with the present system or may be a general-purposeprocessor wherein only one of many functions operates for performing inaccordance with the present system. The processor 1510 may operateutilizing a program portion, multiple program segments, or may be ahardware device utilizing a dedicated or multi-purpose integratedcircuit.

It is further envisioned that the system may be integrated with variousvessels such as water based vehicles such as ships (e.g., aircraftcarriers, etc.), boats, barrages, landing vessels, airborne vehiclessuch as aircraft, ground-effect vehicles (GEVs), land-based vehiclessuch as trucks, aircraft tractors or tugs, lifts, trailers, all terrainvehicles (ATVs), etc. and/or combinations thereof. It is furtherenvisioned that portions of the system may be fixedly attached to itscorresponding vessel. For example, in some embodiments it is envisionedthat the system may employ a robotic manipulator including a pluralityof links which form a kinematic chain having a terminus including an endeffector which may, for example, emulate movement of a human hand, etc.A proximal end of the kinematic chain may be attached to the vessel. Thekinematic chain may include a plurality of degrees of freedom and may becontrolled by actuators acting under the control of a controller.Accordingly, for example, a plurality of robotic manipulators may bestationed on, for example, a ship such as an aircraft carrier. One ormore of the robotic manipulators may be operative to load stores on acorresponding aircraft under the control of one or more controllers.Accordingly, a plurality of aircraft may be loaded with storessimultaneously. Further, this loading may be performed on, for example,a flight deck (or other deck, if desired) of the aircraft carrier. Thus,an ICT may be performed on a plurality of aircraft on a deck of acarrier without having to move the aircraft from the flight deck whichmay conserve valuable time. Further, the robotic manipulators may beconfigured to move between decks or even hang from a side of a deck(e.g., the flight deck) so that available flight deck area is conserved.

Further variations of the present system would readily occur to a personof ordinary skill in the art and are encompassed by the followingclaims.

Finally, the above-discussion is intended to be merely illustrative ofthe present system and should not be construed as limiting the appendedclaims to any particular embodiment or group of embodiments. Thus, whilethe present system has been described with reference to exemplaryembodiments, it should also be appreciated that numerous modificationsand alternative embodiments may be devised by those having ordinaryskill in the art without departing from the broader and intended spiritand scope of the present system as set forth in the claims that follow.In addition, the section headings included herein are intended tofacilitate a review but are not intended to limit the scope of thepresent system. Accordingly, the specification and drawings are to beregarded in an illustrative manner and are not intended to limit thescope of the appended claims.

In interpreting the appended claims, it should be understood that: a)the word “comprising” does not exclude the presence of other elements oracts than those listed in a given claim; b) the word “a” or “an”preceding an element does not exclude the presence of a plurality ofsuch elements; c) any reference signs in the claims do not limit theirscope; d) several “means” may be represented by the same item orhardware or software implemented structure or function; e) any of thedisclosed elements may be comprised of hardware portions (e.g.,including discrete and integrated electronic circuitry), softwareportions (e.g., computer programming), and any combination thereof; f)hardware portions may be comprised of one or both of analog and digitalportions; g) any of the disclosed devices or portions thereof may becombined together or separated into further portions unless specificallystated otherwise; h) no specific sequence of acts or steps is intendedto be required unless specifically indicated; and i) the term “pluralityof” an element includes two or more of the claimed element, and does notimply any particular range of number of elements; that is, a pluralityof elements may be as few as two elements, and may include animmeasurable number of elements.

What is claimed is:
 1. An aircraft store loading system, comprising: atleast one actuator; one or more lift portions; at least one sensorconfigured to form sensor information; and a controller configured to:control at least one actuator to: control a position of an aircraft;load one or more stores onto the one or more corresponding liftportions; position the one or more stores relative to a position of theaircraft determined in accordance with sensor information from the atleast one sensor; and secure the one or more stores to the aircraft. 2.The system of claim 1, wherein the one or more stores are secured to atleast one hardpoint (HP) of the aircraft.
 3. The system of claim 1,wherein the controller further enables an automatic store attachmentmode to automatically control the at least one actuator to secure theone or more stores to the aircraft.
 4. The system of claim 1, whereinthe controller is further configured to obtain requested storeinformation (RSI) from a memory of the system, the RSI includinginformation related to the one or more stores.
 5. The system of claim 4,wherein the controller is further configured to control the at least oneactuator to automatically retrieve the one or more stores.
 6. The systemof claim 1, wherein the controller is further configured to control theat least one actuator to retract the corresponding lift portions of theone or more lift portions after the one or more stores are secured. 7.The system of claim 1, wherein the controller is further configured tocontrol the at least one actuator to control one or more correspondinglift portions of the one or more lift portions to provide at least oneof fuel and energy to the aircraft.
 8. The system of claim 1, whereinthe at least one sensor comprises at least one position sensor whichprovides sensor information comprising location information to thecontroller.
 9. A method to load stores on an aircraft, the methodperformed by at least one controller communicating with at least oneactuator and comprising acts of: receiving an aircraft for servicing ata flight deck; controlling the at least one actuator to: control aposition of the aircraft in accordance with the sensor information; loadthe one or more stores onto one or more corresponding lift portions;position the one or more stores relative to a position of the aircraftdetermined in accordance with sensor information from at least onesensor; and secure the one or more stores to the aircraft.
 10. Themethod of claim 9, wherein the act of securing the one or more storescomprises securing the stores to at least one corresponding hardpoint(HP) of the aircraft.
 11. The method of claim 9, further comprising anact of enabling an automatic store attachment mode to automaticallycontrol the at least one actuator to secure the one or more stores tothe aircraft.
 12. The method of claim 11, further comprising an act ofobtaining requested store information (RSI) from a memory of the system,the RSI including information related to the one or more stores.
 13. Themethod of claim 12, further comprising an act of automaticallycontrolling the at least one actuator to retrieve the one or more storesfrom a storage area.
 14. The method of claim 9, further comprising anact of controlling the at least one actuator to retract thecorresponding lift portions after the one or more stores are secured.15. The method of claim 9, further comprising an act of controlling theat least one actuator to control one or more corresponding lift portionsto provide at least one of fuel and energy to the aircraft.
 16. A storeloading system, comprising: a flight deck to receive an aircraft; atleast one sensor to determine a position of the aircraft; at least onelift portion configured to receive one or more stores; and a controllerwhich is configured to control at least one actuator to: control aposition of the aircraft in accordance with sensor information obtainedfrom the at least one sensor; control the at least one lift portion toposition the received one or more stores relative to a position of theaircraft, and secure the received one or more stores to the aircraft.17. The system of claim 16, further comprising a transport configured tosupport the flight deck.
 18. The system of claim 16, wherein the systemis further configured to provide fuel or energy to the aircraft.
 19. Thesystem of claim 16, wherein the at least one lift portion may be placedat a first level different from the flight deck to load the received theone or more stores.
 20. The system of claim 19, wherein the at least onelift portion may be raised to another level different from the firstlevel to service the aircraft.